SCII_and_B_S2_3197 T..

Engine Workshop Manual
Rolls-Royce Silver Cloud I I
and
Bentley S2
TSD Publication 753/2006
-

Preface
This Workshop Manual has been compiled in an endeavour to assist service
personnel responsible for maintenance and overhaul, in properly maintaining
the high standard of engineering achieved in the production of the Rolls-Royce
Silver Cloud I1 and Bentley S.2 cars.
The book is copiously illustrated with photographs and orthographic
reproductions which are suitably annotated in order to provide quick reference
with minimum searching.
Although all information contained in the Manual was correct when going
to print, modifications which may subsequently develop will be kept up to date
by means of Service Bulletins.
Informatron given in the latest Bulletin will supersede that given in
the Section of the Manual to which it refers, until such time as the Manual is
re-issued with the necessary amendments.
Personnel of Rolls-Royce Service Departments at Hythe Road, Willesden,
London, N.W.lO, and at Pym's Lane, Crewe, are always prepared to answer
queries or give advice on individual servicing problems, but it will assist
them if queries are accompanied by the chassis number of the car.

Chapter E
CONTENTS
GENERAL INFORMATION . . . .
ENGINE DATA . . . . . .
ENGINE DIMENSIONAL DATA . .
ENGINE . . . . . . . . . .
CRANKCASE AND CYLINDER LINERS
LUBRICATION . . . . . . . .
CYLINDER HEADS . . . . . .
VALVE GUIDES - TO RENEW . .
VALVE SEAT INSERTS - TO RENEW
CRANKSHAFT AND MAIN BEARINGS
CONNECTING RODS AND PISTONS
VALVE GEAR . . . . . . . .
CAMSHAFT . . . .
. . . . SECTION E 1
. . . . SECTION E 2
. . . . SECTION E 3
. . . . SECTION E 4
. . . . SECTION E 5
. . . . SECTION E 6
. . . . SECTION E 7
. . . . SECTION E 8
. . . . SECTION E 9
. . . . SECTION El0
. . . . SECTION El 1
. . . . SECTION El2
. . . . SECTION El3
DECARBONISING SECTION El4

n Rolls-Royce Silver Cloud ll and Bentley S2 Engine Manual
Gcncnl Imformatlon Page
'A' bank and 'B' bank-Identification E3
Helicoil SFTCW Thread Inserts . E3
Unified Screw Threads . .. . E5
Englue Dam
Camshaft . . . .
Connecting Rods . .
Cooling System . .
Crankshaft . . . .
Cylinder Block . .
Cylinder Heads . .
Cylinder Liners . .
Exhaust System . .
Fuel System . . . .
Ignition Coil . .
Ignition Distributor
Lubrication System
Main Bearings . ,
Pistons . . . .
Sparking Plugs . .
Specification . .
Valve Geq . . . .
Engine Dimsmiod Data
Crankshaft and Connecting Rod
Crankcase and Cylinders . .
Cylinder Head Studs . . . .
Gudgeon Pins . . . . . .
Main Bearing Caps . . . .
Main Bearing Housings . . . .
Main Bearing Housing Studs . .
Oil Pump . . . . . . . .
Oil Pump Rig Test Performance
Pistons . . . , . . . .
Valve Gear . . , . . .
. . El0
. . E9
. . El3
. . E9
. . Ell
. . Ell
. . El4
. . El3
. . El4
. . E9
.. Ell
Gcncral Description . . . . . . El5
To fit . . . . . . , . . . El8
To rcrnovc as a unit with thc gearbox . . El6
INDEX
CnaLe.le and Cjlinder Idncra
Camshaft Bearings - To remove. . .,
To fit
Cylinder Liners -To rcmovc
..
. .
Description . .
Engine Lubrimtion
Tofit..
. . . .
..
. d
Description . .
For Information
Oil Filter . .
. . . . . .
. . . . .
. x .. >.
Oil Filter- To change the clemcnt
To removc Glter head..
Oil Pressure Transmitter -To fit . .
Oil Pump . . . . .. ..
Oil Pump -To remove , . . To fit . . . .
To dirmsntlc
...
. .
To assemble .
Oil Relief Valve . . . .
.<
. .
Oil Sump . . . . . . . .
Cylinder Huh Description . . . . . . . .
Toiit.. .. . .
To remove . . . .
Valves -To remove
. .
. .
. .
. .
. ,
. .
To fit . . . . . .
Vnlree Guide - To Renew ,- .,
To remove . . . . .,,* ,..*
To fit . . . . . . . .
Vdve Sea1 Inaans - To renew
To remove . . . . . .
To fit . . . . . .
. .
. .
. ,
Cnnk~b8A and &In Bearing.
Descriprion . . . . . .
To remove . . . . , .
. .
. .
. .
To inspect . . . . . . . .
To regrind . .
TO fit . ,
. .
. .
. .
. .
. ,
. .
Main Bearings -To mmovc without
removing thc Crankshaft . .
To inspect . .
TO fit . .
. .
. .
. .
. .
. .
. .

Engine Manual Rolls-Royce Silver Cloud i7 and Bentley 52
Co-edm~ Rds .nd PiMoss . . . . . .
Connecting Rod Bearings . To remove . .
To 51 . .
Connecting Rods . To check alignment
and twist . . . . . . . .
Crankpins and Bearings . To inspect . .
Description . . . . . . .....
To remove . . . . . . . . . .
To dismantle . . . . ., ..
To assemble . . . . . . . .
Torn . . . . , . . .
. . . .
Pistons and Cylindsr Born -To inspect . .
Small-end Bush -To renew . . . .
Vdve gur
Descriplion . . . . . . . . E55
Hydraulic Tappets-Description .. EM
To remove
To dismantle
.. EM
. . E57
To assemble .. E57
To check the 'leak-down' E57
To fit
Rockers -To remove . .
. .
. .
. . E58
. . E58
To renew
To inspect
. . . . . . E58
...... E58
Page
Rocker Shaft -- To assemble . . . . E58
To fit . . . . E 5 8
Push rods . . . . E59
To Time . . . . , . . . . . E62
C. n~.. haft . . . . . . . . . E61
To remove . . . .
To lit , . . .
. .
. .
. . . . E61
. . . . E62
Camshaft and Bearings - To inspect . . E62
Camshaft End Float -- To check . . . . E62
Camshaft Timing Gear . To fit . . . . E62
Camshaft Timing Gear Backlash and
Run-out -- To check . . . . ~62
Camshaft Distributor Skew Gear . To fit E63
Contact Points -- To synchronize .-
Distributor Driving Gear . To fit . .
E65
E63
Ignition System -- To time . . . . E64
Dsurbombirg . . . . . . . . . . E67
Carbon . To remove . . . . . . E61
Cylindn Heads -- To remove . . . . E67
To assemble . . . . E68
TO fit . . . . . . E68
Final assembly and tuning . . E68
Valves . To remove . . . . . . E67
Valve Guides -- To inspect . . . . E67
Valve Seat Inserts -- To reface . . . . E68
Valve Springs -To test . . . . . . E68

P ~011s-Royce Silver Cloud II and Bentley St Engine Manual

Engine Manual Rolls-Royce Silver Cloud Ll and Bentley 52
Fig. E2
Section El

f- Rolls-Royce Silver Cloud JI and Bentley SZ Engine Manual
Section El
GENERAL INFORMATION
Identifieation of the two buds of the engine section and when fitted in specially tapped holes
Throughout this Manual, continual references are they provide threads of the conventional dimen-
made to 'A' bank and 'B' bank cylinder heads, sions with a higher loading strength and offer a
pistons, etc. This system has been devised for easy far greater resistance to wear, stripping, seizing
identification of the two banks of the engine and is and corrosion of the threads.
- -
recognisable by the follow in^.
New Helicoils can be fitted quite simply by
When viewing the engine from the driver's seat, means of the insertion tool shown in ~i~~~~ E4,
r the left-hand hank is 'B' bank and the right-hand adopting the following procedure,
bank is 'A' bank.
Helicoil screw thread inserts
On the Rolls-Royce power unit Helicoils have
been fitted where, because of servicing necessities,
parts may have to be removed and refitted at
regular intervals. They have only been used where
the parts are secured by setscrews and not where
studs are fitted.
Helicoil screw thread inserts are made of
precision formed stainless steel wire of diamond
Fig. E4 &lieoil baertion tool
E3
Withdraw the mandrel and driving handle from
the threaded nozzle and loading chamber. Place
the insert in the chamber with the tang end lying
towards the nozzle. Slide the slotted mandrel
through the insert and engage the tang in the slot.
Turn the mandrel and handle in a clockwise direc-
tion, applying gentle pressure on the insert until
it is threaded into the nozzle. Continue turning
until the first coil of the insert just emerges from
the nozzle.
m~2

E4
Engine Manual Rolls-Royce Silver Cloud D and Bentley 52
~ig. ES HeIicoiI tang bresk-~ff tod
When the Helicoil is finally fitted the last coil
should be from + to f a pitch below the surface of
the work face.
Certain holes are 'through holes' and in this
case it is necessary to remove the tang. Before
fitting Helicoil inserts to 'through holes' it should
be ascertained that the insert tang is notched for
easy break-off. Inserts that do not have notched
tangs should only be fitted to 'blind holes f
To remove the tang from the Insert use the
break-off tool specially provided for the purpose
(see Fig. E5). Insert the punch into the Helicoil
, and deliver a sharp hammer blow to the end of
the sliding piece of the punch. The tang will break
off quite cleanly at the notch. Ensure that the tang
does not fall off into the engine crankcase, etc.
Place the hsertion tool over the tapped hole,
ensuring that it is square to the work face.
Recommence winding until the insert 1s transferred If for any reason it 1s necessary to remove a
from the nozzle to the tapped hole. At thls stage Helicoil, the followmg procedure is recommended,
it 1s essential that pressure is not applied. using the Helicoil extraction tool (see Fig. E6).
Fig. E6 Helieoil extraction tool
7083

P Rolls-Royce Silver Cloud II and Bentley S2 Engine Manual
Insert the blade of the extraction tool into the
top coil of the thread insert. Press downwards on
the insert and at the same time turn the blade in
an anti-clockwise direction. The insert will wind
out of the hole quite easily.
Unified ecrew threads
The need for a common standard of screw
threads in the United Kingdom,Canada and the
United States of America, has led to an agree-
ment between the countries concerned to use
UNIFIED THREADS of a mutually acceptable form,
pitch and diameter.
There are three types of unified thread:
1. Unified Coarse - UNC.
2. Unified Fine - UNF.
3. Unified Special - UNS.
These Unified Threads are clearly identified by
the standard system of markings, as illustrated in
Figure E7.
There is little difference between the form of the
American National Thread and the Unified
Thread; therefore the new threads are largely
interchangeable with S.A.E. standards. They are
not, however, interchangeable with B.S.F., and
although B.S.W. have the same number of threads
per inch as the Unified Coarse Series, interchang-
ing is nor recommended due to a difference in the
thread form.
The following types of thread are used on nuts,
bolts and castings fitted to Rolls-Royce and
Bentley cars.
For all sizes below +in. diameter, B.A. threads
are used.
For all sizes between in. and fin. diameter
inclusive, the Unified Fine thread is used.
All sizes above +in. diameter have been classi-
fied by Rolls-Royce and Bentley Motors as
Unified Special and have 16 threads per inch.
The Unified Coarse Thread is not used.
Where nut, bolt and setscrew sizes occur in the
text of this Manual, the sizes are given by the
'across the flats' (A/F) measurements to assist
spanner selection.
Used m cold
forged heads
INSERTS
STUDS
adjoining circler
Note
adjoining circles
Note recess ud
Note facings
UNIFIED NUTS
HIGH DUTY NUTS
Castellated Nut
NotE
Idjoiniw circles
BOLTS
CORE PLUGS
COUNTERSUNK HEAD
SCREWS
n
m visibls end fol. UNF.
of thread ident if iution
Fig. E7 Identifintion of unified thesda
7088
ES

P Rolls-Royce Silver Cloud II and Bentley 52 Engine Manual
SPECIFICATION
Type . . . . . . Over square 90" V formation, liquid
cooled
Number of Cylinders . Eight-in two banks of four
Bore . . . . . . 4.100iu.
Stroke . . . . 3.600 in.
Cubic capacity . . 380.2 cu. in. (6230 c.c,)
R.A.C. rated H.P. . . 53.8
Compression Ratio . . 8:l
Suspension . . . . The engine and gearbox are of unit
construction. The unit is flexibty
mounted on rubber at three points.
Single-point at the front and two-
point at the rrar
CYLINDER BLOCK
Type
Monobloc castlng
Material . Cast alumiuum do)
CYLINDER LINERS
Type . . . . . . Detachable wet liners
Material . . . . Centrifugally spun cast iron
CYLINDER HEADS
Description . . . . Two detachable heads, each having
four separate inlet and exhaust ports
Material . . . . Aluminium alloy, with phosphor-
bronze exhaust valve guides and cast
iron inlet valve guides and with
exhaust and inlet valve scat insem
of austenitic steel
CRANKSHAFT
Description . . . . Five-journal crankshaft with four
crankpins. Integral balance weights
and dynamically balanoed
Material . . - . Chrome molybdenum steel
Dampcr . . - . Metalastik rubber vibration damper
Direction of rotation . clockwise
MAIN BEARINGS
Type . . . . . . Split thin shells with 'pre-sizes bores
to suit crankshaft journal diameters
Material . . . . Steel backed capper-lead with either
lead-tin or lead-indium overlay
Number . . . . Five
Section E2
ENGINE DATA
CONNECTING RODS
Type . . . . . . 'H' section. Forged to size and
balanced
Material . . . . Chrome molybdenum steel
Big-end bearings . . Coppcr-lead with either Lead-tin or
Lead-indium overlay thin steel shells
with 'pre-sized' bores to suit diametcr
af crankpins
Gudgeon pin bushes . Pressed into connecting rod small-
end bosses
Material . . . . Lcad-bonze, steel backed
PISTONS
Type . . . . . . Full skirt, with recessed crown
Material . . . , Aluminium alloy
Number of rings . . Pow. Three compression rings and
one oil control ring. Top com-
pression ring is chromium plated.
Bottom two have tapered edges
CAMSHAFT
Material . . . . Cast Monikrom iron
Cams . . . . 5'- 7' longitudinal taper
Number of jownals . . Four
Bearings . . . . Four babbit tincd steel shells
Thrust taken . . . . On front cnd
Drive . . . . . . Through helical tooth gem
VALVE GEAR
Inlet valves . . . . Overhead push rod operated. Single
spring. Steel callcts with rubber tips
to control valve stem lubrication. 45"
seat angle
Material . . . . EN.24 or S.65
Exhaust valves . . Overhead push rod operated. Single
spring. Steel collets with rubber se&
to control valve stem lubrication.
Seat angle 45-
Material . . . . KE.965. Stcllite tips and valve scats.
Brightray coated head
Valve timing . . . . 5' A.T.D.C.
Tappets . . . . Self-adjusting hydraulic tappets with
spherical base
Material . . . - Hardenable cast iron
Push rods . . . . Ball-ended tubes

E8
Engine Manual Rolls-Royce Silver Cloud I2 and Bentley SZ
LUBRICATION SYSTEM
Oeneral
For chassis
and engine
numbers
SCE SC&
Bulletin SZ/EI
General
For chassls
snd engine
Bumhers
!see Service
pulletin S2/E1
Type . . . . . .
High presaure supply .
Relief valve . . . .
Sump cspacity . .
Oil pump . .
Oil filtm . .
High pressure oil fced to crankshaft,
connecting rods and No. I and 4
camshaft bearings and tappets, push
rods and rocker ball-end seatings.
Intermittent oil feed through cam-
shan to rocker shan, rooksr arms,
valve tips, remaining camshaft bear-
ings and camshaft timing gear.
Splash feed to connecting rod small-
ends, gudgeon pins and cylinder walls
High pressure oil feed .to crankshaft.
connecting rods, camshaft bearings
and tappets, push rods and rocker
ball-end seatings. Intermittent oil
feed lhrough camshaft to rocker
shaft, rocker arms, valve tips and
camshaR timing gears. Splash feed
to wnnccting rod smallads, gudgcon
pins and cylinder wdls
Pressurised, wet sump system
LCQO r.p.m., 37 lb./sq. in. approx.
40 lb./sq. in.
Minimum - 6 pts. (Imp.), 7.2 pts.
(U.S.), 3.4 litres
Maximum - 12 pls. (Imp.), 14.4 pts.
(US.), 6.82 litres
Spur gear type with fine meshstrainer
pick-up
'British' Full Flow type with built-in
relief valve
FUEL SYSTEM
Carburetters Two S.U H.D.6 draphragm type
1.750 m choke bores Automat~c
choke for cold startlng
Air cleaner Dry, paper type. Purolator element
MF.192
Section E2
COOLING SYSTEM
Capacity .
Pump . . . . . .
Fan .. .. . .
Fan Diameter , .
Pump and fan drive . .
Radiator matrix . .
Coolant temperature
control . . . .
Coolant . . .i.
EXHAUST SYSTEM
21 pts. (Imp.), 25.21 pts. (U.S.1, 11.93
liues
Centrifugal
5-blade
18io.
"/I, in. adjustable 'V' belts
Film type
75°C. - 78'C.
An inhibited solution of ethylene
glycol to Specification DTD.779
Straight lhrough large diameter plpe
with two acoustic resonalors and one
absorption damper in senes
IGNITION DISTRIBUTOR
Make and typc . . Delco Remy. Twin contact breaker
with synchronized contacl breaker
arms
Rotation . . . . Anti-clockwiae
Advsncc mechanism . . Automatic with cenlrifugal governor
Ignition timing . . 2' B.T.D.C.
Firing order . . . . Al, B1, A4, B4, 82, A3, B3, A2
(1, 5, 4, 8,6, 3, 7, 2)
Contact gap . . . . 0.019in. - 0.021 in.
Drive . . . . . . Through camshaft skew gears
IGNITION COIL
Make .. . . . . Lucas or Delca Remy
SPARKING PLUGS
Make and type . . Lodge C.L.N.P. or Champion R.N.8
Gap . . . . . . 0.024 in. - 0.027 in.

P Rolls-Royce Silver Cloud Il and Bentley S2 Engine Manual
-
DESCRIPTION
CRANKCASE AND CYLINDERS
Cylinder liner bore grading
Cylinder liner 'nip'
PISTONS
Piston grading
Compression ring groove widths
Compression ring widths
Clearance
Compression ring closed gap
Open ~ ap, nominal
Scraper ring groove width
Scraper ring width
Clearance
Closed gap
Open gap, nominal
GUDGEON PINS
Bore diameter in piston boss
Gudgeon pin diameter
Interference in boss
Section E3
ENGINE DIMENSIONAL DATA
DIMENSION
H. 4.100 in. - 4.1003 in.
1. 4.1004 in. - 4,1007 in.
K. 4.1W8in. -4.lOll in.
L. 4.1012in. -4.1015in.
M. 4,IOlhin.-4.1019in.
0.002 in. - 0.003 in.
H. 4.0985 in. - 4.0988 in.
I. 4.0989 in. - 4.0992 in.
K. 4.0993 in. - 4.0996 in.
L. 4.0997 in. - 4.1000 in.
M. 4.1001 in. -4.1004in.
0.0807 in. - 0.0817 in.
0.0777 in. - 0.0787 in.
0.002 in. - 0.004 in.
0.015 in. - 0.020 in.
0.520 in.
0.178in. - 0.179 in.
0.1755 in. - 0.1760 in.
Nil
0.015 in. - 0.020 in.
0.520 in.
0.8749 in. - 0.8751 in.
0.8751 in. - 0.8753 in.
0.0002 in.
PERMISSIBLE
WORN DIMENSION
0.004in. Wear
0.003 in. ovality
-
-
0.005 in.
0.025 in.
-
0.181 in.
0.025 in.
-
-
REMARKS
If these measurements are exceeded a ncw
amcmbly of liner and piston must
be fitted
New liners must be selectively fitted or
ground on the end to give this dimension
Piston clearance in the bore 0.0012 in. -
0.0018 in, measured 0.906 in. from the
bottom of the skirt across the thrust axis
-
The rings should be assembled with
staggered gaps
Neglecting spring
Clearance taken up by spring load
-
-
-
-
By selective assembly - at room temp.
68-72°F.

Engine Manual Rolls-Royce Silver Cloud Ll and Bentley 52
DESCRIPTION
CBANKSAAFT AND CONNECTIN1
Connecung rod small-end bush,
internal diameter
Clearance on gudgeon pin
Btg-end bearing hounng,
mtmnal diameter
Blg-cnd bearing shd,
tnternal diameter
Crankp~n diameter
Clearance
Small-end bush housmg,
rnternal mameter
Small-end bush, external &ameter
Interference
Connecting rod and cap boll
holes. Dlameter for loc6t~on
Connecting rod bolt diameter for
locatlon
Clearance
Connecting rod bolt diameter
Connertlng rod and cap bolt hokr
diameter
Interference
Theoretical nrp on cannectingd
beanng shells
Connecting rod end float
Main bearing shell,
internal diameter
Theoretical
Anual
Crankshaft journal dlametcr
Clearance (Actual)
Crankshaft end float
Connecting rod bolt stretch
-
I
I For
I
RODS
DIMENSION
0.8753 in. - 0.8755 In.
0.0000m.-oOM)4m.
23950 m. - 23955 in,
2.2505 in. - 2 2515 m
2.2485 m -2 2490 rn
PERMISSIBLE
WORN DIMENSION
REMARKS
- -
0 0005 in. AT room temp. 68-72'F.
000151n.-OW3in. 0 0035 in. Clearances measured vertically. Rcne~
bearings iflead plating is worn through
1.015Oin. - 1.0151m
1.0175 In. - 10185 in
0.002 in - O.CQ35 in.
0 375 in. - 0.3755 In.
0.3745 in. - 0.375 in
Sue - 0 001 m
0.389 in. - 0.991 10
0.380 in. - 0.385 in.
0.004 in. - 0.011 m.
0.003 in - 0.008 in
0.008 in. - 0.017 in.
2.501 in. - 2.502 in.
2.5015 in. - 2.503 in.
2.4995 m. - 2.5000 in
0 0015 m - 0.0035 in.
0.005 in. bolt stretch
Torque load = 32 1b. ft.
-
-
-
2.4985 In.
0.0045 in.
0.012 in
On locatron diameter
-
Hand push fit m ring gauge
-
On location diameter
I On knurled diameter. Bolts should not be
removed from rods unless they are to be
Cantrolled by clearanoe between rods
and crankpin end faces
Due to housmg expansion under mm-
fercnce lit of shells
Rcnew beanng if lead platlng is worn
through

P Rolls-Royce Silver Cloud I7 and Bentley 52 Engine Manual
DESCRIPTION
MAIIN BEARING HOUSINGS
Borc diameter
IHAIN BEARING CAP!?
Width of cap
Gap width
Interference
Cap nuts
VALVE GEAR
Camshaft timing gear backlash
True running ofcamshaft gear face
Camshaft end float
Camshaftjournal diameter
Camshaft bearing,
internal diameter
Camshaft journal clcarancc
Camshaft bearing,
external diameter
Crankcase bore - diameter for
camshaft bearing
Camshaft bearing interference
in crankcase
Inlet cam and base circle -
overall dimension
Exhaust cam and base circle -
overall dimension
Tappet block bore diametcr
Tappet external diameter
Clearance
Tappet 'le&-down' test
DIMENSION
2.6655 in. - 2.6660 in.
5.1005 in. - 5.1010 in.
5.1000in. - 5.1010in.
0.001 in, minus 0.0015 in.
Torque Load to 45 lb. ft.
0.001 in. - 0.0035 in.
0.000 in. - 0.002 in.
0.002 in. - 0.006 in.
1.9975 in. - 1.998 in.
2,000 in. - 2.0005 in.
0.002 in. - 0.003 in.
2.129 in. - 2.1305 in.
2.125 in. -2,1255 in.
0.0035 in. -0.0055 in.
1.465 in. - 1.410in.
1.465 in. - 1.410 in.
Y. 0.90415 in. - 0.9050 in.
2. 0.9050 in. - 0.90525 in.
Y. 0,9040 in. - 0.90425 in.
Z. 0.90425 in. - 0.9045 in.
0.0005 in. - 0.001 in.
Time for a plunger travclof
&in. under a load of 50 lb. is
10-45 8%.
PERMISSIBLE
WORN DIMENSION
-
-
0.005 in.
-
-
1.9965 in.
2.002 in.
0.004 in.
-
1.455 in.
1.455 in.
-
-
0.0015 in.
-
REMARKS
This diameter should be checked with the
main beating cap nuts in position and
torque loaded to 35 lb. It.
-
-
When the bearing shells are in place
-
-
Hand push fit in gauge
-
-
Cam lift is 0.250 in. Minimum permissible
lift is 0.235 in.
Cam lift ir 0.254 in. Minimum pcnniasible
1% k 0.235 in.
-
-
-
-
-
This 'leak-down' time is critical and any
tappet outside these figures should be
replaced with a complete assembly. Pans
must not be interchanged

Engine Manual Rolls-Royce Silver Cloud l and Bentley 52
DESCRIPTION
Exhaust valve guide - extcrnal
diameter
Cylinder head bore diameter for-
exhaust valve guidc
lnterfacnce in head
Exhaust vdve guide - internal
diameter
Exhaust valve stem diametcr
Clearance
Exhaust valve spring compressed
to 1.600 in.
Exhaust and inlet valve seal angle
Exhaust valve scat insert -
external diametcr
Cylinder head bore diameter for
seat iasen
Inlet valve seal insert,
external diameter
Cylinder head bore diameter
for seat insen
Interference
Inlet valve guide,
external diameter
Cylinda head bore diameter for
inlet valve guide
Interference in head
Inlet valve guidc,
internal diametcr
Inlet valve stem diameter
Clearance
Inlet valve spring compressed
lo l Win.
Exhaust valve - overall length
Inlet valve -overall length
Distnbuior gear backlash

P
DESCRIPTION
Rocker bush - internal
diameter
Rocker shaft diameter
Clearance
Rocker bush -external
diameter
Rocker bore diameter for bush
Interference
Rocker bore diameter
Rocker s hd diameter
Clearance
OIL PUMP
Driving shaft diameter
Shaft bore diameter
Shaft clearance in casing bore
Stationary spindle diamctcr
Driven gear bush -
internal diameter
Clearance on spindle
Driven gear bush,
external diameter
Driven gear-internal diameter
Interferencc
Diametrical clearance between
gears and side of chamber
Pump gears -backlash
Pump gears - end Goat
Drive gear backlash
CYLINDER HEAD STWS
Stud diameter
Rolls-Royce Silver Cloud II and Bentley S2 Engine Manual
DIMENSION
0.7495 in. -0.74975 in.
0.74825 in. - 0.7485 in.
0.001 in. - 0.0015 in.
0.845 in. - 0.846in.
0.84275 in. - 0.84325 in.
0.00175 in. -0.00325 in.
0.74925 in. - 0.74915 in.
0.7485 in. - 0.74825 in.
0.001 in. - 0.00125 in.
0.4990 in. - 0.4995 in.
0.500in - 0.5005 in.
0.0005 in. - 0.0015 in.
0.499 in. - 0.4995 in.
0.500 in. - 0.5005 in.
0.0005 in. - 0.0015 in.
0.626 in. - 0.6265 in.
0.625 in. - 0.6255 in.
0.0005 in. - 0.0015 in.
0.0020 in. - 0.0035 in.
0.W5 in. - 0,0025 in.
0.001 in. - 0.004in.
0.0012 in. - 0.0033 in.
Yellow 0.405 in.4.404 in.
Red 0.404 in.--0.403 in.
Blue 0.403 in.-0.4019 in.
PERMISSIBLE
WORN DIMENSION
0.751 in.
-
0.0035 in.
-
-
-
0.751 in.
-
0.0035 in.
0.4970 in.
-
0.003 in.
0.4965 in.
0.5015 in.
0.003 in.
-
0.006 in.
0.004 in.
0.005 in.
0.008 in.
-
REMARKS
-
-
-
Hand push Gt in gauge
-
-
-
-
- 1
-
I
/
~
El3
Early S2
Engines
Engines
Permissible only when the radial
clearance of thc gtan in the case cxcccds
this Ggurc
-
-
Studs must be matched to hole, colour
for colovr

Engine Manual Rolls-Royce Silver Cloud I7 and Bentley 52
DhSCRlPTlON
Threaded hole diameter
Interference
MAIN BEARING HOUSING STUDS
Stud d~ameter
Yellow 0 4675in.4.4665m.
Red 0.4665 m.4.4555 m
Tbreaded hole dtameter
Interference
OIL PUMP RIG TEST PERFORMANCE
Oil temperature tobt 8O"C. (176'F.).
OIL wmP RELIEF VALVE SPRING
Free length - 1.975 in.
Loadwhen wmpnassed to 1.125 ia - 1lf lb
DIMENSION
Yellow 0.404 in.-4403in.
Red 0.403 in --0 401 in.
Blue 0.402 in.-0.401 in
0.000 in. to 0 002 in
Bkue 0.4655in.-OM43m
Yellow 0 466511.4 4655111
Red 0.4655 m.--0.4645 m.
Blue 0,4645 in.-0.463Sin.
0 OQD in. to 0.002 in.
PERMISSIBLE
WORN DlnENSlON
-
REMARKS
Studs must be mmhsd to hale, slow
for colow.
Studs must be matched to holc, colour
for eolow

P
The aluminium monobloc casting, comprising
crankcase and eight cylinders, incorporates
detachable, full-length, wet liners of centrifugally
spun cast iron. The cylinders are arranged in two
banks of four and are inclined at an angle of
90 deg. to each other, the centre line of each 'B'
bank cylinder being slightly behind that of the
corresponding 'A' bank cylinder.
The dynamically balanced crankshaft is a forg-
ing of chrome molybdenum steel, provided with
integral balance weights; it is carried in five bear-
ings. These bearings consist of thin steel shells,
lined with copper lead-indium; the bearings are
held in position by forged aluminium bearing
caps. Crankshaft end thrust is taken by the centre
main bearing, whlch is fitted with thrust pads at
both front and rear.
The 'H' section connecting rods and caps are
forged to size from either chrome molybdenum or
low nickel chrome molybdenum steels. The
gudgeon pin bushes, which are pressed into the
small-end boss to give an interference fit, are of
lead-bronze on a steel backlng. The big-end
bearings are thin steel shells lined with copper
lead-indium.
Rolls-Royce Silver Cloud II and Bentley 52 Engine Manual
Section E4
ENGINE
General description Aluminium alloy pistons, with full skirts and
The ROus-Ro~ce power unit is an Over square "'
engine, having eight 'ylinders and 'perating On
the four-stroke cycle. It has a bore of 4.100in.
and a stroke of 3.600 in., giving a total capacity - . of
380.200 cu. in. (6,230 c.c.). he compression ratio
of the power unit is 8.00:l.
recessed crowns, ar; carried on hardened steel
gudgeon pins, which are retained in the pistons by
two circlips, Four rings are fitted to each piston
- three compression rings and one scraper ring.
The cylinder heads of cast aluminium carry the
overhead inlet and exhaust valves. These valves
The engine and gearbox are mounted as a
single unit in the chassis frame. Suspension of the
unit is provided by a three-point rubber-mounting
system; a single point at the front, under the
sump, and two points at the rear, one on either
side of the clutch casing. This system provides
insulation and a degree of controlled flexibility.
are positioned in line and run in valve guides
pressed into the heads. The valves are operated
through hydraulic tappets, push rods and rockers
from a centrally positioned camshaft, which is
carried in four white metal bearings. The hydraulic
tappets are carried in detachable blocks located
inside the crankcase.
1037
1 GEARBOX DRAIN PLUG 3 ENGINE DRAIN PLUG
2 TIMING INSPECTION COVER 4 OIL LEVEL GAUGE
Fig. EB Engine end gcarbax drain plugs

Engine Manual Rolls-Royce Silver Cloud IZ and Bentley 52
Air is filtered through a dry micromc paper
filter element, before being drawn through the
carburetters. The carburetters are mounted on a
'T' piece over an eight-branch induction manifold.
An automatic choke mechanism is provided fa1
cold starting.
Lubrication is provided by a pressurized system.
First-stage filtration is through a fine mesh
strainer and pick-up, before the oil passes through
the pump. Final filtration is through a 'British'
Full-Flow type filter under pressure.
To remove as a unit with the gearbox
The engine and gearbox should be removec
from the chassis frame as a unit, adopting the
I
following procedure.
Disconnect the leads from the battery terminals. I
Evacuate the refrigeration system and dm-
connect the pipes from the compressor unit. For
detailed instructions on discharging the system,
refer to the Air Conditioning Manual.
? DRAIN TAP
Fig. El0 Cylinder block drnin tap
Remove any dirt from around the sump drain drain; it is advisable to carry out this operation
plug, place a suitable container in position, then when the engine is warm. When completely
remove the drain plugand allow the englne oil to drained, refit the drain plug (see Fig. E8).
-----
io89
~ig. E9 uadi.tor drain tap system
Drain the cooling system. Three drain taps are
provided, one on the radiator and one on each
side of the engine crankcase (see Fig. E9 and
ElO). If the cooling system contains anti-freeze
and it is intended to use it aeain. the coolant
" ,
should be drained into a suitable container and
stored.
Disconnect and remove the air silencer unit and
hosing.
Remove the bonnet.
Remove the front apron and radiator shell as
an assembly.
Disconnect the heater and demister pipes from
the cylinder heads and the hoses from the coohng

P Rolls-Royce Silver Cloud JI and Bentley S2 Engine Manual
P
Remove the retaining bolts and lift out the
matrix and fan blade shield. Remove the matrix
stays and the support assembly as a single unit.
Disconnect the exhaust pipes from the manifolds
and remove the exhaust manifolds and gaskets.
Remove the undersheets from the chassis.
Disconnect the wiring connections and piping,
then remove the windscreen washer bottle and
motor (see Fig. E12).
The electrical wiring is carried in a loom which
is clipped to the induction manifold. Disconnect
1 WINDSCREEN WASHER RESERVOIR
1 BONNET LOCKING MECHANISM
3 AUTOMATIC CHOKE SOLENOID
4 ENGINE OIL FILLER CAP
5 GENERATOR
6 STEERING PUMP
7 THERMOSTAT HOUSING
8 BRAKE FLUID RESERVOIRS
9 IGNITION COIL
10 IGNITION CONDENSER
11 IGNITION DISTRIBUTOR
Rc. Ell General view of R.H. side of engine
'*-
the wires at the following points on the engine:
Coolant temperature indicator.
Generator terminals
Automatic choke solenoid (see Fig. El I)
Oil pressure gauge (see Fig. E13).
Oil level gauge (see Fig E8).
Starter motor (see Fig. E14).
Ignition coil.
The flex~ble supply pipe from the fuel pump
should be disconnected at the union situated at
the rear of 'A' bank cylinder head
K 6
? 1 RADIATOR FILLER CAP
' 2 GENERATOR
I Fig,
3 AIR CLEANER AND SILENCER
I WINDSCREEN WASHER MOTOR
5 WINDSCREEN WIPER MOTOR AND MECHANISM
ENGINE DIPSTICK
El2 Grnrrd vier of L.H. aide of eneinc

Engine Manual Rolls-Royce Srlver Cloud Li and Bentley S2
Disconnect the throttle l~nkage from the
carburetters.
Disconnect the throttle control valve linkage
and the gear change linkage from the gearbox.
Detach the two rubber pipes for the vacuum
lines from the induction manifold. (Applicable to
Phantom V, Long Wheelbase and Bentl-v
Continental cars.)
Remove the brake servo mechanism from thc
rear end of the gearbox.
Disconnect the speedometer drive cable from
the gearbox.
Disconnect the pipes at the unions on the power-
assisted steering pump reservoir and drain the
fluid into a suitable container.
Remove the nuts and bolts securing the
universal joint to the gearbox output flange, and
break the connection
Remove the dipstick and the dipstick tube from
the engine sump.
Fig. El4 Starter motor
7091
Place two slings around the engine, one at the
front of the crankcase and the other at the rear of
the bellhousing. The front sling should be con-
siderably shorter than the rear one so that the
rear end is lower than the front when the engine
is being lifted from the frame. Take the weight of
the engine and the gearbox unit with the slings.
Remove the bolts and setscrews securing the
engine front mounting and the setscrews securing
the two rear mountings.
Carefully check that all hoses, pipes and cables
are disconnected and that nothing impedes the
removal of the engine.
Lift the engine and gearbox out of the frame.
To fil aa a unit
When installing the engine and gearbox as a
unit in the frame, reverse the procedure adopted
for removal, noting the following points.
Renewal of all exhaust gaskets.
All hoses showing signs of deterioration should
be renewed.
Before starting the engine, ensure that the
engine is refilled with fresh oil.
Ensure that the cooling system is replenished.
Fig. El3 Oil filter and oil p res ,suge Finally, connect the battery leads
4
I

.
Rolls-Royce Sllver Cloud II and Bentley SZ Engine Manual
Section E5
CRANKCASE AND CYLINDER LINERS
Description expansion of the two metals, caused when the
The crankcase and cvlinders form a monobloc engine - is hot.
casting which carries wet-type cyhnder liners; the
liners are sealed at the top by a single '0' ring and
The bores of the tappet blocks are graded into
at the bottom by two '0' rings.
two sizes and a code letter is etched on the top of
each bore (see Engine Data).
Four split-type camshaft bearings are also Core plugs are fitted in order to provide access
P fitted in the crankcase. to the coolant jackets for cleaning purposes.
The main bearing caps of forged aluminium
have an interference fit in the crankcase of
0.0015 in.
The threads of all studs fitted into the crankcase
have an interference fit of 0.000 in. to 0.002 in. as
quoted in the Engine Data.
All setscrew holes are fitted with helicoil inserts
Cast iron tappet blocks are located by two and the threads into which these helicoils are
dowels fitted in the crankcase; one of the dowel screwed are non-standard sizes, therefore no
locating holes in the tappet block 1s elongated to attempt should be made to fit setscrews into
form a slot which allows for the different rates of threaded holes where helicoils are not fitted.
Section E5

Engine Manual Rolls-Royce Silver Cloud II and Bentiey 52
Fig. El6 Method of removing cylinder Liner using
tool No. 118.7095
Cylinder liners - To remove
If the cylinder liner bores show wear in excess
of 0.004 in., or ovality in excess of 0.003 in., the
liners should be withdrawn and new liners and
pistons fitted.
The bore dimensions must only be checked
when the liner is fitted to the crankcase.
Withdraw the liner from the crankcase, using
the liner extraction tool (No. R.H.7095), as shown
in Fig. E16.
The liner is only removable from the top face of
the crankcase.
Cylinder liners - To fit
Before commencing to fit a new liner, ensure
that both the liner and the bore are perfectly
clean, as dirt may prevent the liner seating
correctly in the crankcase.
Fit the liner into the bore and check that it can
be rotated freely.
Check that the liner stands 0.002 in. to 0.003 in.
'proud' of the face of the crankcase. This will give
the correct amount of 'nip' on the liner when the
cylinder head is fitted (see Fig. E17).
16U
Remove the liner and check that the coolant
drain hole is not obstructed; this hole is situated
between the locating grooves for the two bottom
sealing rings.
Examine the sealing rings for distortion or
deterioration and if in a serviceable condition the
rings may be used again, otherwise new rings
should be fitted.
To facilitate easy entry of the liner into the
bore, lightly smear the sealing rings with engine
oil before they are fitted in the crankcase.
To enable each liner to be identified with its
bore, the number of the bore is etched on the top 4
edge of the liner; when fitting the liner this
marking should be opposite the coolant hole on
the top edge of the crankcase face.
Lightly smear oil on the outside diameter, at the
bottom of the liner, then carefully enter it into its
Mg. El7 Checking cylinder liner 'nip'
1092

P
Rolls-Royce Silver Cloud II and Bentley 52 Engine Manual
bore and gently 'work' it down until it becomes should not exceed 2.1255 in. Fit the new bearings,
tight; care should be taken to ensure that the top using the special tool (No. RH.7096). The bear-
sealing ring is not dislodged from its groove. ings should be drawn in from the rear of the
crankcase and with the chamfered edge leading.
the liner ensure that it is cOm~letel~ If the front bearing is fitted correctly, the split
'home'. 'lace a of wood across the top Of should be towards the top and at 21 deg. from the
P the liner to avoid damaging the bore during this
operation.
Finally, again check for 'nip'
Camshaft bearing9 - To remove
datum, Similarly, the two intermediate
bearines should be fitted with the s~lits towards
0
the top and at 14 deg. from the vertical. The rear
bearing should have the split at the top in the
verticai plane. With the bearings positioned thus,
The maximum permissible clearance between all the oil holes in the bearings will line up with
the camshaft iournals and bearings is 0.004 in. If the oil passages in the crankcase.
this figure is exceeded the camshaft bearings
should be removed, the tool The bearings should be finish-he-reamed with
(No. RH.7096), shown in Figure E18.
Camshaft bearings - To fit
the camshaft bearing line reaming tool (No.
RH.7109). The finished diameter should be
2.000 in. to 2.0005 in Thoroughly clean the crank-
Clean the camshaft bearing bores in the crank- case and remove all the swarf before further
case and check the diameters This reading assembly of the engine.
E2 1

Engine Manual Rolls-Royce Silver Cloud II and Bentley 52
In isolated cases, loss of oil down the crankcase
breather pipe on early S2 engines has occurred.
The oil loss was caused by the camshaft *
flinging oil through a gap which existed between
the breather baffle and the wall of the crankcase.
The following modiacation was carried out.
The baffle plate was removed and the bottom
edge relieved to ensure that it cleared the boss
formed by the camshaft bearing (see 'A' fig. 18a).
The baffle plate was refitted into position and was
bent as necessary to ensure that it fitted flush Fie. I& ~0di6cd b.mc shorn in position.
against the wall of the crankcase. 'A'. A~~ of mcul removed.

For information
Three different methods of feeding oil to the
P camshaft bearings have been employed. The
differences involve slight modifications to the
camshaft and crankcase (see Fig. E19).
To ascertain which stage camshaft is fitted to a
particular engine, reference should be made to
Service Bulletin S2/E1.
The camshaft fitted to engines employing stage 1
lubrication cannot be fitted to engines employing
stages 2 and 3 lubrication. Likewise, camshafts
fitted to engines with stages 2 and 3 lubrication
systems cannot be fitted to engines having stage 1
lubrication. unless the crankcases are modified to
suit.
Stages 2 and 3 are basically the same and the
camshafts fitted to engines having either of these
lubrication systems may be interchanged.
P The three stages are described as follows.
Description
All stag-
Lubrication of the engine is by a pressure-fed
wet sump system incorporating Ful-Flow filtration
of the oil. Circulation of the oil is effected by an
oil pump employing helical displacement gears,
driven by the crankshaft at half engine speed. (For
oil pump performance figures see Engine Data.)
The cylinder walls and gudgeon pins are lubricated
by oil splash and mist thrown up by the crankshaft.
Oil is drawn from the sump through a pick-up,
fitted with a fine mesh gauze strainer which
ensures delivery of clean oil to the pump from
where it is delivered to the Full-Flow oil filter.
Rolls-Royce Sliver Cloud II and Benrley 52 Engine Manual
Section E6
ENGINE LUBRICATION
The filtered oil then passes through a drilling in
the crankcase to a small pocket around the front
end of the camshaft (an end plate which covers
this pocket also provides end location for the cam-
shaft); the oil then feeds from this pocket to the
main galleries.
The two main oil galleries are situated one on
either side of the camshaft and extend alone the u
full length of the crankoase; from these galleries
the oil feeds to the tappet blocks and through
drillings in the crankcase webs, to the main
bearings. Number 1, 3 and 5 main bearings are
fed from the 'B' bank oil gallery and number 2
and 4 from the 'A' bank gallery.
Oil is transferred from the main bearings,
through angular drillings in the crankshaft webs,
to the big-end bearings, from where it drains into
the sump.
The cylinder walls are lubricated by splash from
the crankshaft. Lubrication of the gudgeon pin
and bush is also by splash and mist; oil collecting
on the inside of the piston crown drips on to the
connecting rod small-end and passes through a
drilling to the bush and gudgeon pin.
Oil which is fed to the tappet blocks, passes
through a drilling in the bore of the tappet
block and into a small groove machined around
the periphery of the tappet barrel. From this
groove it passes through a feed hole into the
tappet, thus keeping the tappet pnmed. The oll
then passes up the hollow push rod to lubricate
the push rod ball-end and the seatlng m the rocker
arm.
Section E6

Fig. El9 Engine lobrlution d hpm

Stage I
A drilling in the 'A' bank oil gallery feeds
oil to the front camshaft bearing. In the front
camshaft journal is a further drilling and as the
camshaft rotates this drilling picks up oil from the
bearing feed and transmits the oil to the partly
hollow camshaft. The camshaft is drilled from the
front end as far as number three journal; the front
end being plugged.
Rotation of the camshaft when fill of oil causes
a build-up of pressure to approximately 5 lb./sq. in.,
thus causing the oil to feed through number 2 and
F 3 journals to the camshaft bearings and then into
a trough situated beneath the camshaft. From the
trough the oil is picked up by the cams as the
camshaft rotates and provides lubrication for the
bearing faces of the cams and tappets.
Lubrication of the rear camshaft bearing and
journal (No. 43 is provided by a tapping off 'B'
bank main oil gallery. Oil drains from this bear-
ing to provide lubrication for the camshaft and
distributor skew gears.
As the camshaft rotates, the drilling in the front
journal lines up with a vertical drilling in the
crankcase and allows oil to feed to a horizontal
drilling in the crankcase. From this horizontal
drilling the oil passes through to the cylinder head
studs, to which the rocker shaft is secured. These
P two front studs are hollow and the oil passes up
them into the rocker pedestals and then into the
hollow rocker shaft.
A small tapping, off the vertical drilllng in the
crankcase, provides lubrication for the camshaft
timing wheel and driving pinion in the form of an
oil jet which sprays on to the top of the timing
wheel. The oil then drains back to the sump.
Oil from the rocker shaft passes through drill-
ings in the rockers and bushes and runs down the
rocker arms to lubricate the rocker pads and
valve tips. The oil is then returned to the sump
through drain holes in the cylinder heads and
crankcase.
Rolls-Royce Silver Cloud II and Bentlev 52 Engine Manual
Stages 2 and 3
A drilling in the 'A' bank oil gallery feeds
oil to the front camshaft bearing. In the front
camshaft journal are two further drillings, at right
angles to each other and as the camshaft rotates
these drillings pick up oil from the bearing feed
and feed it to a vertical drilling in the crankcase;
this drilling feeds into a further horizontal drilling
in the crankcase. From this point the oil passes
through to the two front cylinder head studs, on
which the rocker shaft pedestals are mounted;
these two studs are hollow and the oil passes up
them to the rocker pedestals and then into the
hollow rocker shaft.
A small tapping off the vertical drilling in the
crankcase provides lubrication for the camshaft
timing wheel and driving pinion in the form of a
jet of oil on to the top of the timing wheel. The
oil then drains back to the sump.
Lubrication of the intermediate and rear cam-
shaft bearings and journals is via drillings from
the 'B' hank main oil gallery. Oil from the rear
bearing drains to provide lubrication for the cam-
shaft and distributor skew gears. Oil from the
Fig. E20 View of oil pump fitted to engine
1DW

Engine Manual Rolls-Royce Silver Cloud I7 and Bentley 52
intermediate bearings, numbers 2 and 3, drams
into a trough beneath the camshaft. Oil from this
trough is 'p~cked-up' by the cams as the camshaft
rotates, thereby provld~ng lubrication for the
bear~ng faces of the cams and tappets.
Oil from the rocker shaft passes through drillings
in the shaft to the rocker bores and then through
further drillings to the outs~de of the rocker arms;
it then runs down the arms to lubricate the rocker
pads and valve tips. The 011 then returns to the
sump through drain holes in the cylinder heads
and the crankcase.
Oil pump
The helical displacement gear pump is
positioned in the lower front end of the engine
and is driven by the crankshaft through skew
gears. It is attached to the crankcase by three
setscrews (see Fig. E20).
Fig. E21 Exploded view of oil pump
The casing and cover of the pump are of cast
iron and enclose two steel helical gears. The pump
driv~ng gear and shaft are machined as one; the
bronze skew gear, which is driven by the crankshaft
gear, is keyed to the end of the shaft;
no bush is fitted to the pump casing for this shaft.
The oil pump driven gear has a pressed-in bush
and runs on a steel spindle pressed into the pump
casing.
Oil relief valve (see Fig. E21)
An oil relief valve, incorporated in the oil pump,
is designed to relieve pressure by allowing oil to
return to the inlet side of the pump should pressure
exceed 40 lb./sq. in.
This valve consists of a brass seating pressed
into the pump body and a pressed steel disc valve
which is held on to this seating by a coil spring;

. Rolls-Royce Silver Cloud II and Bentley SZ Engine Manual
the spring is retained by an end plug which is
screwed into the body by means of a two-pronged
spanner.
Oil pump - To remove
To enable the oil pump to be removed from the
engine, it is necessary to remove the sump and to
dismantle the front end of the engine as follows:
Remove all driving belts from the crankshaft
pulley and remove the generator and water pump.
Unscrew the five setscrews and detach the crank-
shaft pulley and the Metalastik damper which are
located by two dowels to the driving flange.
Remove the nut and washer securing the driving
P flange to the crankshaft, and withdraw the flange
by means of the withdrawal tool RH.7097 shown
in Figure E23.
Fi, E23 W-ithdraral of crankahah driviog flllye
Fig. EZ2 Exploded view of 6-0 mesh susinw snd pick-up
Unscrew the setscrews securing the lower front
cover, which is also located by two dowel inserts,
then remove the cover.
Remove the oil pipe connecting the pump to
the filter intake, ensuring that the rubber '0' ring,
fitted at the filter intake end of the pipe, is also
removed.
Unscrew the three setscrews securing the pump
to the crankcase, then remove the pump together
with the two dowel inserts.
Oil pump - To fit
To fit the oil pump to the engine, reverse
the procedure given for its removal, noting the
following points.
Ensure that the backlash between the driving
gear on the crankshaft and the gear on the pump
driving shaft is between 0.0012 in. and 0.0033 in.
(see Fig. 24).
Fit new joints to the lower front cover and to
the oil pump facing.
Renew the Neoprene seal between the water
pump casing and the lower front cover, also the
delivery pipe '0' rings.
The oil delivery pipe is held in position by
means of a rubber pad attached to the front
cover; ensure that this pad is in position before
fitting the cover.

E2a
Engine Manual Rolls-Royce Silver Cloud 11 ond Bentley 52
When refitting the setscrews securing the pump
to the engine, ensure that the dowel inserts are
fitted to the holes from which they were removed.
Oil pump - To dismantle
Hold the external driving gear in a sutable
fixture, taking care that sufficient protection is
provided to ensure that the teeth of the gear are
not damaged.
Remove the split pin, nut and washer securing
the gear to the driving shaft, then withdraw the
gear, using a suitable withdrawal tool; remove the
WoodruBkey from the shaft.
Unscrew the setscrews and remove the end
cover from the pump, then withdraw the two
gears from the pump casing.
Oil pump - To aseemhle
Before commencing to assemble the oil pump it
is essential that care be taken to ensure that all
parts are perfectly clean
Fig. E24 Chsckiig hrekllsh uf oil pump drive
Reverse the procedure given for dismantling,
noting the following points.
Examine all working parts for wear and inspect
the end cover and casing @r distortion; renew if
necessary.
If it is necessary to renew the bush in the driven
gear, remove the bush and press in a new one; the
bush should then be reamed to 0.300 in.
* 0.0005 in.
Assemble the oil pump and check the end float
of the gears; this should be between 0.001 in. and
0.004 in. but the permisxible tolerance allowed for
wear is 0.007 in. 3
Excessive end float may be reduced by facing-off
the necessary amount from the joint face of the
pump casing.
Ensure that the backlash between the pump
driving gear and the driven gear is between
0.0005 in. and 0.0025 in.
1063

. Rolls-Royce Silver Cloud II and Bentley 52 Engine Manual
w
*ID BY-PASS OIL
FILTERED OIL
UNFILTERED OIL
TO ENGINE DI IMD OIL
Fie. E25 1:ubaxly vier of oil filter
Oil filter
The 'British' Full-Flow oil filter is located at the
lower front end of the crankcase on the 'B' bank
side of the engine and is held in position by two
setscrews and washers (see Fig. E25).
The filter consists of a felt element carried 1n a
bowl beneath the filter head. The bowl locates in
a groove in the outer lip of the head, sealing being
provided by a rubber '0' ring. Incorporated in the
head of the filter is a relief valve which is designed
to allow the oil to by-pass the filter should the felt
element become clogged and cause a restriction of
the oil flow. The relief valve is designed to
E29
operate when the pressure differential across the
inlet and outlet of the lilter reaches 10 lh./sq. in.
approximately.
To change the oil filter element
The felt element of the filter should be renewed
every 5,000 miles.
To change the element it is recommended that
the car is placed on a ramp and that the following
procedure is followed.
Hold the bowl of the Jilter with one hand and
unscrew the retaining bolt (see Fig. E26).
Remove the bowl and retaining bolt.
Note: On left-hand drive cars, the filter
bowl can only be removed when the
steering mechanism is on full left-hand
lock.
1 RETAINING BOLT
Fig. E26 Oil filter
70lZ

Engine Manual Rolls-Royce Silver Cloud II and Bentiey 52
Remove the rubber '0' ring from the filter head.
Drain the oil from the filter bowl and remove
the element.
Remove the conical cork washer, the spring and
the rubber washer from the inside of the bowl and
withdraw the retaining bolt and the Dowty seal.
Thoroughly wash the bowl in clean paraffin and
wipe it dry with a clean cloth, ensuring that the
rim and the bottom of the bowl are free from any
foreign matter.
Inspect the Dowty seal, the conical cork washer
and the rubber sealing washer for signs of
deterioration or damage, and renew them if
necessary.
Fit a new element, together with the retaining
bolt, sealing washers and spring in the filter bowl.
The element should be installed over the retaining
bolt so that the drilled centre piece is to the top.
The recessed portion of the lower sleeve seats
against the spring-loaded cork washer.
Ensure that the conical cork seallng washer and
the cap washer are fitted correctly. Failure to fit
either one or both of these washers will allow
unfiltered oil to pass up the central tube of the
filter and this can result in serious damage to the
engine bearings.
Fill the filter bowl with a pint of clean oil and
fit the bowl, together with a new rubber '0' ring,
to the filter head. Ensure that the corners of the
element are not trapped between the bowl and
the head; as a precaution to prevent this, it is per-
missible to turn the corners over. Check also that
the bowl and the '0' ring are seating correctly.
To remove the filter head
If it is necessary to remove the filter head from
the crankcase, the bowl must first be removed as
Section E6
previously described. Then unscrew the two set-
screws holding the head to the crankcase and
remove the head and paper joint.
When refitting, a new joint must he used
between the head and the crankcase The filter
bowl can be fitted only after the head is in
position.
Oil pressure transn~itter - To fit
TO obtain an accurate oil pressure reading
on S2 engines, it is essential that the oil pressure
transmitter is correctly assembled to the oil filter
head.
The transmitter should be fitted so that the
raised portion of the cover is to the top of the
filter and within 60" either side of the vertical
datum.
The correct position of the transmitter can be
obtained by fitting additional copper washers to
the threaded union.
The part number of the copper washer is
UD.8017.
When fitting the transmitter, a maximum of
two washers can be used to obtain the correct
posit~on.
The oil sump
The sump is fabricated from pressed steel
components and is fitted with baffle plates to
prevent surging. Fitted to the sump are the dip-
stick tube assembly and electric oil level gauge
unit. Both have paper joints and if either part is
removed a new joint should be fitted. The
oil drain plug is provided with an aluminium
sealing washer and if this plug is removed a new
washer must be fitted.

P Rolls-Royce Silver Cloud II and Bentley S2 Engine Manual
Description
The two detachable cylinder heads of cast
aluminium alloy are fitted with inlet and exhaust
valve seat inserts of austenitic steel. The inlet
valve guides are of cast iron and the exhaust
valve guides of phosphor-bronze.
Carried on the top face of the head are the
rocker shaft and the inlet and exhaust valve
operating rockers.
The valves are in line in the head and have a
seat angle of 45 deg.
Induction is through eight separate ports from
the eight-branch induction manifold, and the
exhaust system consists of two separate four-
branch manifolds.
Compression ratio is 8.00: 1
Cylinder heads - To remove (with the engine
in the car)
Before commencing to remove the cylinder
heads it is necessary to remove various parts as
follows:
Disconnect the leads from the battery terminals.
Evacuate the refrigeration system and dis-
connect the pipes from the compressor. (If
refrigeration is fitted.)
Section E7
CYLINDER HEADS
Remove the bonnet.
Disconnect the heater and demister pipes from
the cylinder heads and the water pump.
Disconnect the top hose of the cooling system.
Remove the choke stove pipes.
Disconnect the exhaust pipes from the
manifolds, then remove the exhaust manifolds
and gaskets.
The electrical system for the engine is camed in
a loom, clipped to the induction manifold. Dis-
connect the wires at the following points:
Coolant temperature indicator.
Generator terminals.
Automatic choke solenoid.
Ignition coil.
Disconnect the flexible fuel pipe from the union
at the rear of 'A' bank cylinder head.
Disconnect the carburetter throttle linkage and
the throttle valve control linkage.
Detach the rubber vacuum pipes from the
induction manifold (coachbuilt cars only).
Disconnect the pipes from the power-assisted
steering pump.
Drain the cooling system.
Slacken the bolts securing the generator and the
Disconnect and remove the air silencer and power-assisted steering pump, then remove all the
hosing. driving belts.

E32
Engine h?ttflu@l Aoll~lRaycr Silver Clnud IZ and Bentlmr 52
Fig. E27 Sepenee of tightening cylinder head nuts
Remove the refrigeration compressor (if fitted), Disconnect the throttle linkage from the
together with its mounting bracket, from the 'A'
hank cylinder head.
carburetters and remove the petrol feed pipes.
Remove the generator which is secured to the
two-tier induction manifold and to an adjustable
arm on the coolant pump.
Remove the power-assisted steerlng pump, then
detach the oil filler assembly which is secured to
'B' bank cylinder head by means of three studs
Remove the air horns, the butterfly housing, the
carburetters and the 'T' piece as an assembly; the
assembly is located on the induction manifold by
two dowels and is secured bv means of a sinele "
bolt which Passes through the 'T' piece and screws
'"to the manifold.
and nuts. Disconnect the high tension (H.T.) lead from
Fig. E28 Removal of valre collet*
7080

P Rolls-Royce Silver Cloud II and Bentley S2 Engine Manual
7-
the coil, then unscrew the 16 setscrews and remove
the induction manifold.
Disconnect the sparking plug leads and remove
the sparking plugs.
Remove the rocker covers and progressively
unscrew the five setscrews securing the rocker
pedestals to the cylinder head, and remove the
rocker shaft assemblies; these assemblies consist
of the rocker shaft, rockers, spacing springs and
pedestals. Withdraw the push rods.
Using special tool RH.7126, pr~gressively
unscrew the cylinder head retaining nuts, com-
mencing with those at each end and working
inwards; each cylinder head is secured by 20 nuts
arranged in four rows of five. Lift off the
cylinder head.
Cylinder heads - To fit
When fitting the cylinder heads, reverse the
procedure given for removal, noting the following
points.
Coat both faces of the new cylinder head
gaskets with 'Welseal', making sure that any
excess jointing compound is removed when the
gaskets are correctly positioned.
The side marked TOP should be uppermost
otherwise two coolant holes will be blocked up
and overheating will occur.
The heads must be tightened down progressively
to the sequence shown in Fig. E27. The correct
torque loading figure is 40 lb. ft.
Valves - To remove (see Fig. E28)
Special tool required, No. RH.7094.
Fit a valve tool pedestal at each end of the
cylinder head. The pedestals locate in the recesses
in the head for the rocker pedestals and are held
in place by two nuts and bolts.
Place the head on the block of wood to prevent
the valves from moving when the springs are
compressed.
Insert the fulcrum bar through the holes in the
pedestals.
Fit the hook of the valve spring compression
tool under the rod and fit the stirrup over the
valve top washers; compress the valve spring and
remove the two collets, followed by the valve
spring top washer, valve spring, bottom washer,
gland housing, gland, and gland spiing.
The cylinder head may then be turned over and
the valves removed.
Note: Each valve has a number etched
on the stem of the valve adjacent to the
collet groove; when refitting, the valves
should be fitted to the guide correspond-
ing to this number. The inlet and exhaust
valves are numbered separately from
1 to 4 from the front of the engine and
are preceded by either the prefix 'A' or
'B' to distinguish between the two
cylinder heads.
Valves - To fit
Ensure that each valve is fitted to the guide
from which it was removed. Should new valves
be fitted it is advisable to mark the stem as stated
above if an etching needle is available.
To fit the valves, reverse the procedure given for
their removal. Care should be taken when fitting
the collets to ensure that the bonded rubber tips
are not damaged or trapped.

-. Rolls-Royce Silver Cloud II and Bentley 52 Engine Manual
r
The modification to valve guides incorporating
oil seal glands on late S2 engines has necessitated
a modified guide block (RH.7272). A universal
tool (RH.7207) has been designed for both inlet
and exhaust valve guides, which replaces
RH.7116/7.
Valve guidea - To remove
The valve guides should be removed from the
cylinder head, using special tool (RH.7207). Draw
the guides out from the rocker side of the engine.
Valve gmides - To fit
Clean out the valve guide bores in the cylinder
heads and measure the diameters of the bores.
Section E8
VALVE GUIDES - TO RENEW
Fig. E29 Vdm &de renewal
valve guides into the cylinder heads from the
rocker side, using special tools RH.7272 and
RH.7207, as shown in Figure E29.
Fit both the inlet and exhaust valves, ensuring
that the top faces are 0.450 in. -0.015 in. proud of
the cylinder heads.
The insertion and extraction tools RH.7116/7
used on early S2 engines may still be used in
conjunction with RH.7272.
Valve guide protrusion on early S2 engines was
0.850 in. -0.015 in. for the inlet guide, and 0.500 in.
-0.015 in. for the exhaust guide.
Select a new set of oversize guides that will give When the guides have been fitted, the bores
the correct interference fit when fitted in the should be reamed to a finished size of 0.3755 in.
heads. The interference fit for both inlet and +0.0005 in., using the special reamer tool
exhaust guides is 0.0015 in. to 0.003 in. Draw the RH.7120.

f- Rolls-Royce Silver Cloud Ll and Bentley S2 Engine Manual
Valve seat inserts - To remove
The inserts should be removed from the head
by machining. A thin skin of metal, 0.010in.
thick, should be left after machining; this can
then be removed quite easily without damaging
the insert bore in the head.
Valve seat inuerte - To fit
Should it be necessary to fit new valve seat
inserts it is recommended that the heads are
returned to the Rolls-Royce Service Station at
Pym's Lane, Crewe.
If the necessary facilities for fitting new inserts
are available proceed as follows.
Check the size of the bore in the head from
which the valve seat insert has been removed. The
Section E9
VALVE SEAT INSERTS - TO RENEW
E3 7
diameter of this should be 1.750 in. to 1.751 in. for
the exhaust seat insert and 2.025 in. to 2.026 in.
for the inlet seat insert.
If the bores do not conform to these sizes it will
be necessary to machine them to a larger
diameter and to fit an oversize seat insert. The
insert should be an interference fit of 0.003 in. to
0.0045 in. for both inlet and exhaust.
To fit the seats it is necessary to heat the head
in an oven at a temperature of 305 deg.F.
(1 5 1.5 deg.C.) for a period of one hour. The head
should then be quickly removed and the inserts
driven into their bores in the head, using a
suitable drift. Do not finish-machine the valve
seats until after the valve guides have been
reamed out.

7. Rolls-Royce Silver Cloud L7 and bentley S2 Engine Manual
Description (see Fig. E30)
The crankshaft is a chrome molybdenum steel
forging with integral balance weights. There are
five main bearings running in split shell steel
r bearings copper-lead lined with either lead-tin or
lead-indium overlay. Four journals carry the
connecting rods, i.e. two connecting rods per
journal.
End thrust on the shaft is taken by split
washers on either side of the centre main bearing.
These washers are coated with bronze on one face
and should he fitted so that this face is on the out-
side of the main bearing. The lower halves of the
washers, i.e. the halves which fit into the bearing
caps, are keyed to the bearing cap to prevent
them rotating. Both halves of the front end
washers are marked with an 'X'.
Section El0
CRANKSHAFT AND MAIN BEARINGS
1 REAR OIL FLINGER B METALASTIK DAMPER
2 CRANKSHAFT 9 LOCKING PLATE
E39
The shaft is both statically and dynamically
balanced before it is fitted to the engine and at a
later stage, when the engine is part assembled, the
crankshaft, connecting rods and pistons are again
dynamically balanced.
In order to ensure that there is no oil leakage at
the front or rear of the engine, oil flingers are
fitted to the shaft. The rear flinger is pressed on
to the end of the shaft and runs inside a recess on
the rear end back plate. At the front end there are
two fingers; these are held on to the shaft by a
sl6tted nut. The ringers run inside two recesses
machined in the lower front half casing.
Note: The crankshaft is not nitride
hardened and great care should be taken
to ensure that the journals are not
damaged or scored.
3 CRANKSHAFT DRIVING PINION 10 OIL PUMP DRIVING PINION
4 SPACER 11 OIL FLINGER
S WASHER 12. PULLEY DRIVE FLANGE
6 SLOTTED NUT 13 SLOTTED NUT
7 '0' RING 14 DRIVING PULLEY
Fig. E30 Exploded vier of cr.nk&aft
Section El0

Engine Manual
Fig. E31 Hemoval of main bearing aap
Crankshaft - To remove
To remove the crankshaft from the engine, it is
necessary to remove the engine and gearbox from
the chassis frame following the procedure described
in Section E4.
Having done this, the unit should be placed in a
suitable 'turnover stand' and the gearbox removed.
To do this, it will be necessary to remove from the
hell housing, the crankcase oil breather pipe and
the carburetter petrol drain pipes, also to dis-
comect the throttle valve linkage from the
gearbox to throttle linkage.
Remove the starter motor
Remove the dipstick and its holder from the
sump and remove the sump. The oil pedestal and
strainer may then he removed from the bottom
face of the crankcase.
Remove the flywheel and the engine back plate;
this plate is dowelled to the crankcase.
Section El0
Rolls-Royce Silver Cloud Il and Bentley 52
Slacken of and then remcve the belts driving
the generator and power-assisted steering pump.
Remove the generator and coolant pump from the
engine.
Remove the crankshaft pulley and Metalastik
damper from the front end of the crankshaft, then,
using the specla1 withdrawal tool (No. RH.7097),
remove the pulley driv~ng flange. Remove the
lower front half casing; this is dowelled to the
crankcase
It will then be possible to remove the oil pump
and the delivery pipe to the oil filter. It is not
necessary to remove the camshaft timing wheel,
but to ensure against possible damage to the
whesl, it is strong]) recommended that it be
rrmol ed
Unscrew the nuts from the connecclng rod bolts,
remove the connecting rod caps and the shell
I hearings from both the caps and the rods. Fit
I rubber-
tubing over the connecting rod bolts to
prevent damage to the shaft, and then push the
pistons to the top of their bores.
Remove the main bearing caps and bearings,
using the special extractor tool (RH.7208) (see
Fig E31). Remove the thrust washers from the
centre main bearing. Fit rubber tublng over the
main bearing cap studs to prevent damage to the
crankshaft. The crankshaft may now be removed
from the crankcase.
Great care should be taken to ensure that the
journals and crankpins are not damaged by the
studs when removing the shaft.
PARALLELISM
CHECK
BOW
CHECK
I
Fig. E32 CrsnkahsR bow and pnraUeliim
7099

P Rolls-Royce Silver Cloud II and Bentley 52 Engine Manual
Crankshaft - To inspect
Place the crankshaft on a suitable stand or fix- The minimum permissible diameter for the
ture and check the crankpins and journals for crankshaft journal is 2.4985 in. and for the
wear with a micrometer (parallelism and ovality) crankpin 2.2475 in.
(see Fig. E32).
Undersize bearings are supplied in multiples of
With a oak of Vee-blocks on a markine-out "
table, set ip a parallel test bar in the blocks.
0.010in. from standard size to a maximum of
0.040in. undersize.
Using a dial indicator gauge, check that the bar is
parallel to the table. This will ensure that the axis
of the crankshaft, when placed in the blocks, is
Standard and undersize diameters of the crankshaft
journals and pins together with their
bearings are as
parallel to the table, providing there is no wear on
ihe journals. If there is wea;on the journals, set
up the shaft in the blocks on No. 1 and 5 journals
and, allowing for the wear, pack up the Vee-
blocks until the shaft is parallel with the table.
The dial indicator gauge will again be required to
check the crankpins and journals for parallelism at
various points on their circumference.
Rotate the crankshaft in the Vee-blocks and
make a check on the centre journal for bowing,
using the dial indicator gauge. The actual bowing
will be half the maximum reading on the gauge
and when ascertaining this figure any ovality on the
journal should be taken into account. The maximum
permissible bow is 0.010 in. If this figure is
exceeded, the crankshaft must be reground.
Crankshaft - To regrind
If the crankshaft is worn it will be necessary to
regrind it to restore the journals and crankpins to
true diameters.
Standard . . . . . . . 2.500in.-0.0005 in.
0.010in.undersize .2.490in.-0.0005in.
0.OZOin.undersize 2.480in.-0.0005in.
0.030in.undersize 2.470in.-0.0005 in.
0.040in. undersize 2.460in.-0.0005 in,
Y
CrmnhhnR JoornJ
ACTUAL RUNNING CLEARANCE 0 0015 in to 0.0035 in
MAXIMUM PERMISSIBLE CLEARANCE 0 0045 In
Standard ......
0.0101aundersizc
0.020 in. undersize
0.03Oin.undersue
0.040in. undersue
Crankpin
2.249in.-O-OWSin.,
2.239 in.-0.0005 in.
2.229 in.-0.0005 in.
2.219 in.-0.0005 in.
2.209 in.-0.0005 in.
bin Shell Beuing
2.501 in. +0.001 in.
2.491 in.+O.WI in.
2.481in.+O.Wiin.
2.471 in.+O.Wlin.
2.461 in.+O.Wl in.
Big-end Besrimg
2.2505in.+O.WIin.
2.2405 in.+0.001 in.
2.2305 in. +O.Wl in.
2.2205 in.+O.WI ia
2.2105 in.+O.WI in.
RUNNING CLEARANCE 0.0015 in. to 0.003 in.
MAXIMUM PERMISSIBLE CLEARANCE 0.W35 in.

Engine Manual Rolls-Royce Silver Cloud 11 and Bentley S2
m
TRAVEL OF GRlNMNt WHEEL
TRAVEL OF
GRINDING WHEEL
CRANKPINS
When undersize bearings are fitted, the size of
the bearing should be etched on the outside of the
shell.
Set up the shaft on the grinding machine; when
grinding the crankpins it is necessary to run the
shaft eccentrically by using special adaptors and
centring plugs.
Whilst grinding the shaft a liberal amount of
grinding lubricant should be applied to prevent
cracking.
On no account must the grinding wheel touch
the side-radii of the crank-webs. Stops must be
arranged on the grinding machine to limit the
travel of the wheel to 0.010 in. from each web (see
Fig. E34). The radius of the pinding wheel should
be maintained so that the grinding fades out not
more than halfway round the radii.
Finish grind the crankshaft to 0.0002 in. above
the final diameter for both the journals and the
crankpins.
Swlion EIO
When grinding of the journals and crankpins
is completed, the crankshaft should be tested
magnetically for any grinding cracks.
Wash the crankshaft thoroughly in a high-
pressure paraffin wash; blow off any surplus
paraffin with compressed air and dry the shaft
with a soft lit-free cloth.
Set up the crankshaft in a lapping machine or
lathe and hand polish the journals and crankplns
to the final diameters. Polish the shaft by usrng
Corolite abrasive strip 1 in. wide.
After polishing, again wash the shaft and repeat
the procedure of cleaning.
Crankshaft - To fit
When the reconditioned crankshaft has been
thoroughly inspected it should be refitted in the
Fig. E X Fining centre rmin bearing cap
7065

f-
manner described below, particular care being
taken over the two following points:
(1) Ensure that the bearing shells are the cor-
rect size for the crankpins and journals.
(2) Ensure that all parts are clean. A lint-free
cloth should be used for wiping all parts.
Fit rubber tubing over the connecting rod bolts
and main bearing cap studs to prevent the possi-
bility of damage to the crankpins and journals.
Position the upper bearing shells in the crank-
P case and lightly smear them with engine oil.
Place the crankshaft in position and Et the
upper halves of the thrust washers to the centre
main bearing.
Fit the main bearing caps and shells, together
with the two lower thrust washers for the centre
main bearing (see Fig. E35). When fitting the
bearing caps it may be necessary to tap them
lightly 'home'. If this is done, ensure that the
bearing shells are not dislodged. The cap nuts
should be tightened to a torque loading of
45 lb. ft.
Check that the crankshaft rotates freely.
Check the crankshaft end float (see Engine
Data and Fig. E36).
Rolls-Royce Sliver Cloud II ond Bentley SZ Engine Manual
Fig. W6 Checking oranLshaA end float
Fit the bearing shells to the connecting rods and
caps, then lightly smear the shells with oil. Fit the
caps to the rods and tighten the nuts to a torque
loading of 32 lb. ft. to give a bolt stretch of
0.005 in. (see Fig. E39).
Fit the camshaft timing wheel, resetting the
valve timing as described in Section E13.
Fit the oil pump and delivery pipe, using new
mbber '0' rings for sealing the delivery pipe. Fit
the oil strainer pick-up and pedestal (see Fig. E37).
Connect a pressurized supply of clean oil to the
oil supply hole in the crankcase and pump oil into
the crankcase at a pressure of 80 lb./ sq. in. Check
the oil flow to the main and big-end bearings.
Prime the oil pump by filling the strainer with
clean oil and, at the same time, turning the
crankshaft.
Assemble the front end of the engine, fitting the
lower front half, the damper, the driving pulley,
the coolant pump, the generator and the belts. A
new Neoprene seal must be fitted between the
lower front half and the coolant pump.
Fit the engine backplate and flywheel.
Fit the sump, using a new paper joint, followed
by the dipstick holder and the dipstick.
1069

Engine Manual Rolls-Royce Silver Cloud 11 and Bentley 52
New paper joints should be fitted where neces-
sary and the backlash and end float on the crank-
shaft, camshaft and oil pump gears should be
checked.
Main bearings
Shell bearings. - removed from an eneine during u
maintenance or overhaul, must always be refitted
in their original positions. On initial assembly,
each pair of shell bearings are marked with their
appropriate vosition in the crankcase. Thev are
nbi, hbweve;, marked top and bottom and'care
should be taken that they are not interchanged.
When refitting the shells check that the locating
tangs are registering correctly in their recesses.
Main bearings - To remove without removing
the crankshaft
It is possible to remove both the upper and
lower halves of the shell bearings from the crankcase
while the crankshaft is still in position in the
engine, - but it is not possible to check the iournals
for wear. 7067
The following procedure is recommended for
their removal:
Remove the undersheets from the chassis frame.
Drain the oil from the sump.
Disconnect the down-take pipe from the 'A'
bank exhaust manifold and from the main exhaust
pipe beneath the chassis frame. Both ends of the
pipe are held by three nuts and bolts; a triangular
steel gasket being fitted between the faces. Before
removing the down-take pipe, the bracket holding
the pipe to the engine mounting cross-piece must
also be removed.
Fig. E37 View of main bearing cap., ctc.
Wind the two jacks up until they come to bear
on the mounting brackets fitted on each side of
the crankcase. Continue winding until the jacks
just take the weight of the engine off the rubber
suspension block, then remove the engine mount-
ing 'U' piece and the mbber suspension block
from the crankcase and the cross-piece.
The engine may then be lifted by the jacks until
the sump is well clear of the engine mounting
cross-piece.
Unscrew the nuts from the two bolts, securing
the right-hand - side of the engine - mounting - crosspiece
to the chassis frame, and place the righthand
jack of the special engine jacking tool (No.
Unscrew the setscrews securing the in
position and the
Remove the oil pedestal and fine-mesh strainer.
RH.7111) over the two bolts. Refit the nuts hold- Remove the sparking plugs; this will facilitate
ing the jack in position. Repeat this operation for rotation of the crankshaft which can be done bv
the other side -of the frame, using t6e left-hand hand when the flywheel timing cover has be&
jack. removed.

Rolls-Royce Silver Cloud 11 and Bentley SZ Engine Manual
Remove the cap of the bearing which is to be
renewed, using the special main bearing cap
extractor tool (RH.7208). Care should be taken
when removing the bearing cap that the cap and
extractor do not fall.
Do not remove more than one bearing cap at
a time.
Slide out the top half of the bearing in an anti-
clockwise direction around the crankshaft. To
assist in the removal of the bearing, the crankshaft
should be rotated at the same time.
P Note: If it is necessary to remove the
front main bearing cap, first remove the
track rods and move the centre steering
lever and idler lever to one side.
P
The thrust washers may be removed from the
centre main bearing in a similar manner to
that described above.
Main bearing6 - To inspect
On removal, the main bearings should be
thoroughly washed in clean paraffin and then
w~ped dry with a lint-free cloth before they are
inspected.
Inspect the bearings visually and scrap any that
are obviously damaged, i.e. scored, ridged, or
showing excessive wear of the lead indium lining.
Select new bearings of-the correct size to replace
the rejected shells. Undersize bearings are supplied
in multiples of 0.010 in. to 0.040 in. The size is
marked on the hack of the bearing.
Do not Me, scrape or shim any of the bearing
shells or caps to obtain a good fit.
Main bearings - To fit
Fit the top half of the bearing to the crankcase,
after first lightly smearing it with 011. It should be
fitted by sl~ding it round the crankshaft in a clockwise
direction. For approximately the last half-
inch, the bearing shell may be tapped gently
into position with a thin piece of hardwood until
the tang on the bearing shell is fully registered in
the locating slot. Extreme care should be taken
at this stage to avoid any damage to the journal.
Do not attempt to press the locating tang into
the slot by drawing up the bearing cap on its
studs.
Fit the bearing shell to the cap and smear lightly
with oil. Fit the bearing cap and shell to the
crankcase and if necessary gently tap them into
position, using a hide mallet. Before finally tap-
ping the cap 'home' ensure that the bearing shell
has not been dislodged. Finally tighten the maln
bearing capnuts to a torque loading of 45 lb. ft.
When all the bearings have been changed and
the caps have been tightened down, the crankshaft
should rotate freely when turned by hand.
Fit the oil pedestal and fine-mesh strainer.
Refit the sump, using a new paper joint
Fit the engine mountlng 'U' piece and rubber
suspension block to the crankcase. Lower the
engine by the jacks until the suspension block is
resting on the mounting cross-piece. Fasten the
block to the cross-piece, then remove the lifting
jacks from the chassis frame. The jacks should be
removed one at a time.
Refit the exhaust down-take pipe to the 'A'
bank manifold and the main exhaust system, using
new steel gaskets. Fasten the pipe to the bracket
on the front engine mountlng.
Refit the steering track rods if they have been
removed.
Fit the undersheets to the chassis.
Fit the sparklug plugs.
Refill the engine with clean oil.

Rolls-Royce Silver Cloud D and Bentley $2 Engine Manual
Description (see Fig. E38)
The connecting rods are 'forged to size' from
either chrome molybdenum or low nickel chrome
molybdenum steel and are of 'H' shape cross
section. They are accurately balanced, before
fitting to the engine, by machining the excess
weights from the balance pad on the large end and
P from the boss on the small end.
Drillings in the crankshaft webs, from the main
bearings to the big-end journals, carry oil for the
lubrication of the big-end bearings. Oil splash
and mist collecting under the crown of the piston
falls on to the connecting rod small-end boss and
then passes through a recessed drilling in the boss
to provide lubrication for the gudgeon pin and
small-end bush.
The big-end bearings are detachable and are
split steel shells copper-lead lined with either lead-
tin or lead-indium overlay. The small-end bush is
split and has a steel backing lined with lead
bronze. The bushis pressed into the small-end
boss and then reamed out to a final diameter of
0.8753 in. +0.0002 in.
The weight of the connecting rod and piston
assembly is 3 lb. 15 oz. Side float of the rod is
controlled at the bottom end by the clearance
between the connecting rods and the crankpin end
faces and should be between 0.008 in. and 0.017 in.
Section Ell
CONNECTING RODS AND PISTONS
The pistons are of an aluminium alloy, having
full sklrts and recessed crowns, which give a com-
pression ratio of 8 : 1. The skirts are cam ground
to permit a close fit between the plston and the ' COMPRESs'ON 'IN
cylinder liner and after grinding they are tin coated 'ING 8 PISTON
to reduce fr~ction between the bearing surfaces. CIRCL'P 9 CONNECTING ROD BOLTS
4 CONNECTING ROD SMALL END (0 CONNECTING ROD
The top compression ring is chromium plated to s CONNECTING ROO BEARING 11 CONNECTING ROD AND CAP
a depth of 0.W in. to 0.006 in. and both the outer 6 TOP COMPRESSION RING 12 NUTS
and inner edges are chamfered. Thls prevents the
ring from sticking in the groove. Fig. E38 Exploded riew of pietom and connecting rods
E47
Seerion Ell

Engine Manual Rolls-Royce Silver Cloud II and Bentley 52
Both the lower compression rings are finished
formed with a taper of 1" to 1 j" towards the upper
face on the outer edges These rings are clearly
marked TOP on the upper face and must be fitted in
the correct way, i.e with the faced marked TOP
towards the crown of the piston. The ~nner edges of
these two rings also have a chamfer of 0.010 in. at
45" to prevent the rings from binding or stlclng in
the piston grooves.
The bottom ring is an oil scraper ring assembly,
consisting of an expander, a spacer and two steel
rails. The expander is nonagonal in shape and is
fabricated in spring steel. It cushions the spacer
and steel rails against the cylinder wall. The upper
and lower steel rails are, in turn, located by the
spacer.
The piston is carried on the connecting rod by
a gudgeon pin. The pin is fully floating when the
engine is running under normal conditions and
end location of the pin is provided by two Seegar
circlips. The case hardening of the gudgeon pin
is 0.020 in. to 0.030 in. deep.
Connecting rod bearings - To remove
The big-end bearings may be replaced whilst the
engine is still in position in the car. To do this,
however, various parts must be removed from the
chassis.
The following procedure is recommended for
their removal:
Remove the sump with the aid of the special
engine jacking tool (No. RH.711 I), as
described in Section E10.
Remove the oil pedestal and fine-mesh strainer
Remove the sparking plugs; this will facilitate
rotation of the crankshaft which can be done
manually when the flywheel timing cover has
been removed.
Rotate the crankshaft until one pair of con-
necting rod caps are at the bottom of their
stroke, and then remove the nuts from the
connecting rod bolts. Ease off the caps and
the bearing shells, then fit rubber tubing over
the connecting rod bolts to prevent damage to
Section Ell
the crankshaft. Push the pistons up the bores
until the connecting rod bolts are clear of the
crankpins, and remove the bearing shells
from the rods.
Rotate the engine until another pair of rods
are on bottom dead centre and repeat the
above operation. In doing this, ensure that
the bolts securing the caps, previously
removed, do not foul the crankshaft when it
is being rotated.
Do not remove the connecting rod bolts.
Crankpins and bearings - To inspect
Thoroughly clean the crankpin with a lint-free
cloth, then measure the crankpin diameter, check-
ing for wear and ovality with a micrometer.
The diameter of the journal crankpin is
2.2485 in. to 2.2490 in. when new and the worn
dimension must not be below 2.2475 in.
The running clearance between the connecting
rod big-end bearing and the crankpin journal is
0.0015 in. to 0.003 in., measured in the plane of
the rod centre line. The maximum permissible
wear should not exceed 0.0035 in.
Bearing shells on which the lead indium lining
has worn through should be replaced.
The Uraw' between the bore of the rod and the
outer diameter of the bearing shells, i.e. the
amount by which the bearing shell is larger than
the connecting rod bore, should be 0.0015 in. to
0.003 in. This 'draw', or nip, is necessary to ensure
that the bearing shells are hrmly located in the
connecting rod and cap, and this prevents the
bearing shell from rocking or fretting in the rod.
Connecting rod bearings - To fit
The upper and lower bearing shells are
interchangeable, but it is recommended that if
they are refitted they should be fitted as they were
before removal.
Before fitting new beartngs to the connecting
rod and cap, etch the number of the bore on the
small locating tang. Then thoroughly clean the
shells and the crankpin, checking that there is no

. Rolls-Royce Silver Cloud ll and Bentley 52 Engine Manual
Fig. E39 Checking stretch of oo-eeting rod bolt
sludge or dirt in the feed holes from the main Connecting rode and pbtons - To remove
p
bearings. Lightly smear the bearing with oil and
fit it into the connecting rod. Remove the rubbers
and pull the rod down on to the crankpin, again
ensuring that the bolts do not mark or score the
crankpin. Fit the second shell into the connecting
rod cap and lightly smear it with oil. Place the
cap on the rod, checking that it is fitted the correct
way round, i.e. the two tangs should both he on
the same side of the crankpin. The cap will require
a certain amount of gentle tapping before it is
finally 'home'. Fit the nuts to the bolts and
tighten them with a torque spanner. The bolts
should be tightened to give a stretch of 0.005 in.
which is equivalent to a torque
loading of 32 Ib. ft. (see Fig. E39).
The piston and connecting rod assembly can
only be removed from the engine at the top face
of the crankcase, therefore it is necessary to
remove the cylinder heads. The procedure for this
is described in Section E7. The big-end bearings
and connecting rod caps should also be removed
in the manner previously described in this section.
The pistons may then be withdrawn from the
engine crankcase.
~,~,,,~i,,~ rod and piston wsembly -
To dismantle
To remove the gudgeon pins, Grst remove the
circlip from each end of the piston, then
immerse the piston in hot oil. The gudgeon pin
~h~ connecting rod bolts have an interference is a 0.0002 in. interference fit in the piston at
fit in the rods and they should not be removed N.T.P. and the resultant expansion from immersunless
absolutely necessary.
ing the piston in hot oil permits the pin to
be removed freely.
Fit the remaining bearings in the same way,
taking care that when the crankshaft is rotated the Pistons and cyfinder bar- - To inspect
connecting rod bolts do not damage the crankpins. Thoroughly clean the cylinder bores, and then
Fit the oil strainer and pedestal.
check the diameters, using a suitable dial indicator
gauge (see Fig. E40). If the cylinders are worn
Fit the sump, using a new joint.
more than 0.004in. or their ovality exceeds
0.003 in., it is necessary to fit new liners and
Fit the sparking plugs. pistons. On no account should new pistons be
7061
E49
Setion Ell

ESO
Engine Manual Rolls-Royce Silver Cloud D ond Bentley 52
fitted to cylinders whose dimensions exceed the
limits for wear and ovality.
Remove the piston rings with a suitable piston
ring expander toal. Clean the carbon from the
rings, the grooves and the pistons. Then check
the clearance of the rings in the grooves. (Dimen-
sions for this are given in the engine data). The
compression rings, when fitted to a 4.lOOin.
diameter gauge, should show no light around the
circumference. The closed gap can also he
measured whilst the ring is fitted to this gauge and
should read 0.015 in. to 0.020 in. The free gap
should be 0.520 in. normnal.
Check the dimensions of the pistons across the
thrust axis. The measurements should be taken
at the piston grading point which is 0.906 in. above
the bottom of the skirt.
Section El I
Q. E40 Checking diameter of aylinder bore
>"a,
Fig. 41 Checklmg piaton ring clenmncc
7074
The grading, the weight of the piston and the
part number are all stamped on the plston crown.
The pistons are graded in five sizes as follows:
Gradin@ Diameter
4.0985 in. - 4.0988 in.
4.0989 in. - 4.0992 in.
4.0993 in. - 4.0996 in.
4.0997 in. - 11.1000in.
M 4. IW Iin -- 4.1004 in.
Small-end bueh - To renew
Check the diameters of the gudgeon pm and the
small-end bush and if the total clearance exceeds
0.0005 in. renew the bush
Remove the small-end bush, using a su~table
drift. Before fitt~ng the new bush, check that the
interference between the bush and the connecting
rod is between 0.002 in. and 0.0035 In.

Fig. E42 ChecLing aonr&iog rod .lip==.
Rolls-Royce Silver Cloud Ll and Bentley SZ Engine Manual
ES I
Press the bush into the connecting rod, ensuring
that the split in the hush is positioned so that it is
at 45' away from the central axis of the rod and
on the same side of the rod as the locating recess
for the big-end bearing shell. In this position the
oil hole in the bush should line up with the oil
hole through the small-end boss.
When fitted the bush should be diamond bored
or reamed to a finished diameter of 0.8753 in. +
0.0002 in.
The gudgeon pin fit in the small-end bush
should be from a size fit to 0.0004 in. clearance.
Connecting rods - To check alignment and twiat
The correct alignment of the connecting rods is
of the utmost importance and all connecting rods,
after rebushing and boring, should be checked for
alignment in a reliable alignment indicator.
Connecting rods that are bent will produce
slieht knockine " noises when under acceleration or
loading and will also cause uneven and premature
wear between the cylinder walls and pistons.
The alienment of the rods mav be checked in
w
ms the following manner if a suitable aligning fixture
is not available.
Fig. E43 ChmLing comnaotfng rod for mi~t
7079

Engine Manual Rolls-Royce Silver Cloud Ll and Bentley 52
Fit the gudgeon pin to the small-end of the rod
and a mandrel in the large end, then set up the
connecting rod on a surface block, with the
mandrel resting in Vee-blocks and with the rod in
a vertical plane (see Fig. E42). Using a dial
indicator gauge, take readings at both ends of the
gudgeon pin. The difference between the two
readings must not exceed more than 0.001 in. per
inch length of the gudgeon pin.
Check the connecting rod for 'twist' in a similar
manner to that for the alignment check, by setting
up the rod with its axis parallel to the surface table
(see Fig. E43).
The difference in the readings at each end of
the gudgeon pin should not exceed 0.003 in. per
inch length of the gudgeon pin.
Connecting'rods can be corrected when the in-
accuracies are small, bur where greater errors exist
new connecting rods must be fitted.
Section El I
'A' BANK '8' BANK
CAMSHAFT
DIRECTION OF
CRANKPIN ROT&TlON
DIAGRAM SHOWING POSITIONING OF TANGS
WHEN LOOKING ON THE ENGINE FRONT
Fig. E44 Positioning of eunnccting rod tang@
Connecting rods nnd pistons - To reassemble
Warm the pistonin an oil bath or on a hotplate;
this facilitates the fitting of the gudgeon pin. Hold
the connecting rod in position inside the piston
and fit a guide through the piston and the small
end of the connecting rod. Using a hide mallet
and with the aid of the guide, tap the gudgeon pin
into position in the piston and connecting rod. Fit
the circlips to either end of the gudgeon pin, thus
securing it in the piston.
Pistons and gudgeon pins are supplied as
an assembly, the gudgeon pin being supplied as a,
selective fit. On no account must pistons and
gudgeon pins be interchanged.
When refitting the rings to the piston, first fit
the scraper ring assembly. The scraper ring con-
sists of two thin rails, an expander ring and a
spacing ring. Fit the expander ring first, then the
bottom steel rail, followed hy the spacer and the
1102

Rolls-Royce Silver Cloud I7 ond Bentfey $2 Engine Manual
P
Fig. Ed5 Method of fitting piston
top steel rail. Then fit the compression rings. The
rings should be fitted from the top, thus avoiding
any damage to the piston skirt The compression
ring is a chromu~um plated ring and can be fitted
either way up. The two intermediate taper rings can
only be fitted one way. On one side they are
marked 'Top' and this side must he fitted to the
top of the piston.
To ensure that the gudgeon pin, piston and rod
are always assembled in the same way, the follow-
ing procedure should he observed. Flt the gudgeon
pin to the piston so that the bore number on the
pin is on the same side as the number on the
plston. The tangs on the connecting rod and cap
should always be nearest to the camshaft (see
Fig. E44). For this to be correct when fitted to the
engine, fit the connecting rods to 'A' bank pistons
with the tangs on the rods on the opposite sides
to the numbers of the pistons. With 'B' bank
plstons fit the rods so that the tangs are on
the same sides as the piston numbers.
Connecting rods and pistons - To fit
L~berally cover the pistons with graphogen and
then fit a ring compressor over the plston rings
Tap the connecting rod bolts into the rod. The
bolts have a knurled diameter and should be an
interference fit in the rod. Fit the shells to the
connecting rod and cap. These shells should have
the number of the bore etched on them and should
be 1n pairs. Place rubbers on the ends of the connecbng
rod bolts. This prevents any possibility of
damage to the big-end journals when fitting the
rods. Fit the piston into the bore from the top,
ensuring that the piston is in the nght bore, that
the number of the piston is to the front of
the engine, and that the tang on the connecting
rod is nearest to the camshaft. Tighten the rlng
compressor and hold it against the liner, then
push the piston into the bore (see Fig. E45).
Remove the rubbers from the connecting rod
bolts and fit the connecting rod cap to the rod;
the tang on the cap should be on the same side of
the journal as the tang on the rod. Fit the nuts to
the bolts and tighten them to a torque loading of
32 lb. ft. This reading should give 0.005 in. bolt
stretch. If it does not, further tighten the bolts
until the correct extension is obtained.

f- Rolls-Royce Silver Cloud II and Bentley 52 Engine Manual
Section El2
VALVE GEAR
Description
washers and split collets. The collets have bonded
Both the inlet and exhaust valves on early and rubber tips on one edge to provide controlled oil
late S2 engines are of the overhead type, operated lubrication to the valve stems.
through the medium of hydraulic tappets and
push rods from a centrally located camshaft, as
shown in Figure E46.
On later S2 engines, the bottom washer of both
the inlet and exhaust valves has been modified to
incorporate a conical gland around the valve stem.
f-
The exhaust valves are of KE.965 steel and
have Stellite tips and seats, whilst the heads of the
valves are 'Briehtrav coated' as a orecaution
v ,
against pre-ignition. The inlet valves a;e of either
EN.24 or S.65 steel.
The tops of the valve guides have a concave
chamfer to provide adequate seating for the gland,
and the stems have been modified to
prevent damage to the gland.
Single springs are fitted to both the inlet and
valves and are held in position by valve
The gland is held in position by means of a
housing which fits inside the modified bottom
washer, the two being - separated - by a spring. This
spring maintains the pressure of;he housing on
the gland.
$$
43
Fig. E46 Valve gear
E55
The rocker shafts, rockers and spacing springs
are carried on five pedestals mounted on exten-
sions of the cylinder head studs. The rockers are
drilled to provide delivery of oil from the rocker
shafts to the valve tips and stems.
In the unllkely event of lubrication failure,
certain modifications have been made to the
rockers and rocker shafts.
The detachable bearings, which were fitted into
rockers on early S2 engines have been deleted and
the rocker is now hardened all over, including the
bore.
Flats have been machined on the rocker shafts
to improve the flow of oil to the rockers
The new rockers must never be fitted as a
replacement without the flatted rocker shaft;
equally, the flatted rocker shaft cannot be fitted
without the new hardened rockers.
The hydraulic tappets are carried in detachable
blocks fitted in the crankcase on either side of the
camshaft The tappets are self-adjusting and
require a minimum amount of attention. The
tappet barrels are of hardenable case iron and
have a spherical base of 35in. radius. These
.- tappets seat on a Monikrom iron camshaft, the

E56
Engine Manual Rolls-Royce Silver Cloud I1 and Bentley S2
cams of which have a 5' to 7' taper and rotate
the tappets, thus ensuring even wear of the tappet
barrels.
To improve lubrication of the tappet block bores,
a modification has been carried out on the tappet.
A longitudinal Bat has been machined on--the
tappet barrels. This flat acts as an oil trough, and
as the tappet revolves, oil is circulated around the
tappet block bores.
HYDRAULIC TAPPETS (see Fig. E47)
Description
The hydraulic tappet conslsts of a cyhndrical
barrel, closed at the bottom end, upon which the
cam acts. Inserted into this main body is a
plunger which is free to slide up and down; the
clearance between the body and the plunger is
very closely controlled to fine limits. At the lower
end of the plunger is a one-way valve, this is held
lightly in a closed position by a wave washer
which is in turn located in a retainer spigoted
on to the plunger. The upper end of the
plunger carries a cap in which the push rod seats.
The whole plunger assembly is spring-loaded away
from the base of the tappet body; this assembly is
secured in position by a cucip fitted to the upper
end of the tappet barrel.
Fi. E47 Exploded view of hydraulic tappet
7086
Disconnect the air silencer hos~ng from the air
silencer and butterfly housing.
Remove the air silencer.
Drain the cooling system into a suitable cou-
taiuer if it is intended to use the coolant again.
Three drain taps are provided, one at the bottom
of the radiator matrix and one on either side of
the crankcase.
Remove the two hoses from the coolant
thermostat housing.
The engine electrical wiring system is carried in
a loom, clipped to the induction manifold and
shoirld be disconnected at the following points.
The coolant temperature indicator.
The generator terminals.
The automatic choke solenoid.
The ignition coil.
Disconnect the throttle linkage to the
carburetters.
Disconnect the throttle valve control linkage at
the rear of 'B' bank cylinder head.
Hydraulic tpppeta - To remove
A tappet which is found to be defective whilst
Remove the two rubber vacuum lines from the
in service should be replaced by a complete
induction manifold. (Applicable to Phantom V,
assembly and not by renewing any individual and Bentley cars.)
.
components.
Slacken the bolts securing the generator, and
It is recommended that the tappets are removed then remove the driving belts.
in the following manner.
Remove the generator which is secured to the
Disconnect the battery leads.
two-tier manifold and the coolant pump.
Section El2

7. Rolls-Royce Silver Cloud II and Bentley SZ Engine Manual
Disconnect the throttle valve linkage from the
carburetters, and remove the petrol feed pipes.
Remove the two choke stove pipes from the 'A'
bank exhaust manifold and the butterfly housing.
Remove the two air horns, the butterfly housing,
the carburetters and the 'T' piece as a complete
assembly. They are secured to the induction
manifold by a single bolt, location being provided
by two dowels.
Disconnect the high-tension lead from the coil,
then unscrew the 16 setscrews securing the induc-
tion manifold to the cylinder heads, and remove
the manifold together with the coil.
Remove the rocker covers.
Progressively unscrew the five setscrews securing
the rocker pedestals to each cylinder head, then
remove the rocker shaft assemblies.
Remove the push rods.
Unscrew the eight setscrews securing the tappet
cover to the crankcase, and remove the tappet
cover.
Remove the hydraulic tappets.
Hydraulic tappet8 - To dismantle
Press down the spherical cap situated in the top
of the tappet, and remove the circlip holding the
P cap in place. Care should be taken when perform-
ing this operation that the spring pressure does not
force out the tappet plunger. Remove the plunger
and valve from the tappet barrel. The tappet
barrel should be examined for any signs of wear
on the base.
Hydraulic tappets - To assemble
In order to obtain the high degree of accuracy
necessary for efficient operation of the hydraulic
tappets, it is essential that extreme precautions are
taken to ensure complete cleanliness when
assembling.
It is therefore most important that particular
attention is given to the following points:
E57
Ensure that the assembly tank is perfectly
clean before adding paraffin; only fresh, clean
paraffin must be used.
Due to the highly critical surfaces and dimen-
sions of the hydraulic tappets, great care must
be taken when handling all the components.
Wash all the tappet components in clean
paraffin, taking care that the components of
each tappet are retained as an assembly and
are not interchanged with parts of another
tappet.
To avoid the possibility of misplacing any corn
pohents the following method of assembly should
be adopted.
Fit the wave washer in the valve retainer, then
place the valve on top of the wave washer. Insert
the spigot of the plunger into the valve retainer,
then turn the assembly upside down to check the
seating of the valve and wave washer.
Place the spring on to the valve retainer and
whilst keeping the spring uppermost, insert the
plunger into the tappet body which should be held
upside down while immersed in paraffin.
Continue to maintain pressure on the plunger
uniil the spring contacts the bottom of the tappet
body, before turning the assembly upright.
Whilst keeping the assembly immersed in
paraffin, place the plunger cap in position and
press it down until it is possible to fit the circllp;
to enable both hands to be used when fitting the
circlip, a simple jig may be devised.
Hydraulic tappets - To check the 'leak-down'
The criterion of tappet performance is the
'leak-down' test, which is the time taken for the
plunger to move down a specified distance inside
the tappet under a given load.
The 'leak-down' test must be carried out when
the tappet is primed with and immersed in clean
paraffin, using the special fixture RH.7121, similar
to that shown in Figure E48.

Engine Manual Rolls-Royce Silver Cloud I7 and Bentley 52
5 4
4 PLUNGER 3 SCALE AND POINTER
1 WEIGHT 4 TAPPET
5 PARAFFIN TANK
Fii. E48 Chcoking leak-down' on hydrsnlie tlppete
I
7104
The limits.to which this test must conform are
between 10 and 45 seconds for a plunger travel of
Q in. under a load of 50 lb.; the measured plunger
travel should end f, ih. above the fully collapsed
position.
This 'leak-down' or movement of the plunger
inside the body is required to ensure that at no
time is the valve held off its seat.
Hydraulic tappets - To fit
To fit the tappets, reverse the procedure for
their removal, noting the following points.
Oil the bores of the tappet blocks and check
that if new tappets are fitted the grading of
the tappet barrel is the same as the bore of the
tappet block. Check also that the tappets are fitted
in their correct positions. The grading and
positioning marks are etched on the top lip of the
tappet barrel.
Fit new joints to the induction manifold and to
the tappet cover.
Rockers - To remove
The rockers should be removed as previously
described in this section. When removing the shaft
care should be taken that the spacing sprlngs do
not force the rockers and pedestals off the shaft.
Remove the rockers, pedestals and springs from
the shaft and place them in a suitable container so
that the shaft may be readily assembled with the
rockers in their original positions.
Rockers - To renew
The maximum permissible clearance on early
S2 engines between the rocker bush and the
rocker shaft is 0.0035 in., with a maximum of
0.015 in. wear on the rocker bush. If the clearance
is in excess of this, the all hardened rockers should
be fitted together with the modified rocker shafts.
Rockers - To inspect
Examine the pads on the rocker arms for wear
and reface them if they are badly worn. Slight
'scuffing' or pitting on the pad may be removed
with a smooth stone. The pads of the rockers are
case hardened to a depth of 0.025 in. to 0.030 in.
and the RockweU hardness value should be
between C57 to C65.
If, after refacing or stoning the rocker pads, the
hardness value is below these figures, the rockers
should be renewed.
Rocker shaft - To assemble
Fit the rocker pedestals, spacing springs and
rockers to the rocker shaft. A spacing spring is
fitted in between each pair of rockers. When
building up the shaft it is advisable to put a peg
through the end pedestal and the shaft to prevent
it springing off when the remaining pedestals and
springs are fitted. Ensure that the rockers are
fitted in the correct place: they are left and right-
handed and should be fitted in pairs so that the
arms point in over the cylinder bore when the
rocker shaft is in position on the cylinder head
(see Fig. E49).
Rocker shaft - To fit
Fit the rocker shafts to the cylinder heads. The
pedestals fit over the extensions of the cylinder
head studs. These studs are tapped out and the
rocker shaft is held down by five setscrews and
washers. Fitted to each head is a dowel pin and
this locates in a slot in the shaft, thus ensuring that
the shaft is fitted the right way up with the

P Rolls-Royce Silver Cloud II and Bentley S2 Engine Manual
r
Fig. E49 Rocker ah& mumbly om e?liader head
oil hoies in the11 correct pos~tion. When tighten- from the engine they should be examined and
ing down the five setscrews and washers that hold
the shaft, ensure that the push rods are correctly
checked for bow. Any push rods that are out of
iruth should be replaced. The push rods have the
seated in the tappet ball ends and also in the
rockers.
corresponding tappet numbers etched on them
and should always be fitted to the same tappets
Tighten the shaft down progressively.
from which they were removed
Push rode
The push rods are hollow and have hardened Before fitting the push rods check that the ball-
spherical ends. Whenever push rods are removed ends are not blocked by dirt.
1032

Rolls-Royce Siluer Cloud 11 and Bentley SZ Engine Manual
Section El3
CAMSHAFT
Camshaft - To remove using the special slotted spanner RH.7131, then
To remove the camshaft from the engine it is withdraw the pulley driving flange, using the
necessary to remove the engine and gearbox from special tool RH.7097. Remove the lower front
the chassis frame, following the procedure half casing which is dowelled to the crankcase.
described in Section E4.
Place the engine and gearbox in a suitable
stand and remove the gearbox.
Remove the starter motor.
Remove the flywheel.
Remove the distributor
E61
Remove the pressed steel cover, fitted to the
rear end of the crankcase.
Withdraw the locating plug and '0' ring, the
distributor driving shaft and the distributor driving
gear from the rear end of the crankcase.
Remove the camshaft distributor skew Eear - from
Remove the induction system and cylinder the rear end of the camshaft.
heads as described in Section E7, then detach the
tappet cover and withdraw the tappets.
Remove the coolant pump.
Remove the camshaft t hug gear and end plate
from the camshaft.
Remove the camshaft thrust plate, and then
Remove the crankshaft pulley and the Metalastik withdraw the camshaft through fhe front end of
damper from the front end of the crankshaft, the crankcase.
Fig. E50 Che
the urnahaft end Boat
1105

E62
Engine Manual Rolls-Royce Silver Cloud Il and Bentley 52
Camshaft and bearings - To inspect
Inspect the cams for wear and pitting. The cam
lift is 0.250in. but a minimum lift of 0.235 in. is
permissible. If wear is in excess of this figure, the
camshaft must be renewed.
Examine the camshaft journals and bushes for
wear. The maximum clearance between the bushes
and the journals is 0.004in. and if this figure
is exceeded the bushes should be renewed as
described in Section E5.
Camshaft - To fit
Lightly smear the camshaft bearings with oil
and fit the camshaft through the front end of the
crankcase. Fit the camshaft thrust plate and
secure it with ten setscrews and tabwashers. The
setscrews should be tightened to give a torque
loading of 8 to 10 lb. ft.
Camshaft end float - To check
Secure a dial indicator gauge in position on the
front end of the crankcase (as shown in Fig. ETO),
ensuring that the clamp does not damage the
machined surfaces, then check the camshaft end
float. This operation will be simplified if two
setscrews are screwed into the camshaft front end
and used to move the shaft backward and forward.
The camshaft end float should be between
0.002 in. and 0.006 in.
Camshaft timing gear - To fit
Valve gear - To time
The camshaft and camshaft timing gear are both
provided with an offset hole; thus they can only
be assembled in one position. Examination of the
timing gear and the crankshaft driving pinion will
show that both gears are marked with a single
line. The mark on the driving pinion is in relation-
ship to the keyway on the crankshaft and the
mark on the timing gear is in relationship to the
offset hole in the camshaft; these two marks are
used for timing the valve gear. The crankshaft
should be rotated until the mark on the drlving
pinion is in a vertical position and to the top of
the crankcase. Fit the camshaft timing gear to the
Fig. E51 Valve timing marh
(see Fig. E51). Rotate the camshaft, holding the
gear in position, until the threaded holes in the cam-
shaft line up with the holes in the gear. Fit the
end plate cover and secure the timing gear and the
cover to the camshaft with eight setscrews. The -
torque loading for these setscrews 1s 8 to 10 lb. ft. 3
The valve timing, if checked, should give a reading
of 5" A.T.D.C.
Camshaft timing gear backlash and run-out -
To check
1. Timing gear backlash
Check the backlash between the timing gear
and the crankshaft driving pinion by fixing the
dial indicator in a suitable position at the front
end of the crankcase (see Fig. E52). The backlash
should be checked on various teeth around the
circumference of the gears.
camshaft so that the marking is to the-boottom and The camshaft timing gear backlash should be
in line with the crankshaft driving pinion marking between 0.001 in. and 0.0035 in.

Fie E52 Checking the timing gear hvokllsh
2. Timing gear run-out
Check the run-out on the front face of the
timing gear, using a dial indicator gauge (see
f- Fig. E53).
The gear run-out should not exceed 0.002 in.
Rolls-Royce Silver Cloud II and Bcntlcy 52 Engine Manual
7LW
Camshaft distributor skew gear - To fit
The camshaft distributor drive gear is fitted to
the rear end of the camshaft and is secured by two
setscrews and tabwashers, torque loaded to 8 to
10 lb. ft.
Distributor driving gear - To fit
Rotate the crankshaft until the timing marks on
the camshaft and the crankshaft gears are in line.
Fit the thrust washer to the distributor driving
gear spindle, then fit the gear into the recess in the
E63
crankcase. It will help in fitting this gear if the
washer is held to the gear with a slight smear of
grease. When the gear is fitted it should be
positioned so that the slot in the top of the gear
spindle is parallel with the engine crankcase. On
no account should the setting of the crankshaft
and camshaft be disturbed whilst fitting this gear.
Fit the distributor driving shaft to the driving
spindle and then fit the locating plug. Renew the
rubber '0' ring on the locating plug if necessary.
Check the backlash of the distributor driving
gear. This should be between 0.002 in. and 0.004 in.
Fit the camshaft rear cover, using a new paper
joint.
Fig. E53 Checking tLmiog gem ruo-out
1064

Engine Manual Rolls-Royce Silver Cloud Il and Bentley S2
Complete the assembly of the engine as follows: -- -
Assemble the front end of the engine, fitting a
new Neoprene oil seal between the lower front
casing and the coolant pump (see Fig. E54).
Fit the cylinder heads, using new steel gaskets.
Fit the push rods, tappets and tappet cover,
then fit the rocker shafts. The shafts should be
tightened down progressively to avoid damage to
the tappets.
Fit the flywheel.
Ignition system - To time
Fit the under cover of the hell-housing to the
back of the crankcase. Rotate the engine until
No. A.l piston is on its compression stroke, then
using the flywheel timing mark on the under
cover, set the flvwheel 2" B.T.D.C. When rotatine
the engine, only do so in a clockwise direction
(i.e. normal rotational direction of the crankshaft),
otherwise an inaccurate timing setting may be
obtained duc to backlash in the gears 'I'he
distributor drive shaft lonpue should [hen be
parallel with the engine (see Fig. E55). Fig. E55 Method oc fitting distributor

p Rolls-Royce Silver Cloud II and Bentley 52 Engine Manual
A micrometer-type octane selector is fitted to
the distributor to permit the ignition timing to be
retarded to suit low-grade fuels. The octane
selector should be set to the fully advanced
position before carrying out the ignition timing.
Turn the distributor spindle until the rotor arm
is in line with No. 1 cylinder firing position.
Fit the distributor, securing the pedestal to the
crankcase with two setscrews.
Release the distributor clamping screw, and
rotate the body until the contacts are just break-
ing. During thls operation hold the top of the
P rotor in the fully retarded position to take up any
backlash in the centrifugal advance mechanism.
Rotation of the distributor body in a clockwise
direction will advance the timing, and in an anti-
clockwise direction will retard the tlmng.
The most suitable method of checking when the
contact points are just breaking is with an ignition
timing lamp.
Tighten the clamping screw to lock the body in
position.
Rotate the crankshaft two full turns and re-
check, with the ignition timing lamp, that the
contact points are just breaking when the rotor
arm is in line with the No. 1 firing position.
Contact points - To synchronize
On later S2 cars an additional timing mark has
P been stamped on the engine flywheel for the
timing of B4 cylinder while the distributor is in
position on the crankcase.
To synchronize the contact points, rotate the
crankshaft until the distributor rotor arm is in
line with the B4 timing mark.
Release the distributor clamping screw and
adjust the distributor so that the hed contact
points are beginning to open. During this
operation, hold the rotor arm in the fully retarded
(clockwise) position to take up any backlash.
Tighten the distributor clamping screw and
rotate the flywheel in its normal direction until it
is at 2" B.T.D.C. or Al position (both these
figures are stamped on the flywheel).
At this stage, the synchronizing points should
just begin to open with the rotor arm held in the
retarded position. If any further adjustment is
necessary, release the two locking screws and
adjust the synchronizing contact points to the
correct position by means of the adjustlug
eccentric screw.
Tighten the two locking screws and check the
synchronization.
Fit the distributor cap.
Fit the induction system, the starter motor and
the gearbox.
Fit the engine to the chassis frame as described
in Section E4.

Rolls-Royce Silver Cloud II and Bentley S2 Engine Manual
It is recommended that the engine be
decarbohised every 20,000 to 25,000 miles.
To facilitate decarbonizing, RH.2068 decarbon-
izing set can be supplied.
Cylinder heads - To remove
The cylinder heads should be removed as
previously described in Section E7.
p Carbon - To remove
Remove the carbon deposits from the cylinder
heads, the piston crowns and the top faces of the
cylinder liners, using a blunt tool or wire
brush; care should be taken that the heads,
pistons and hers are not damaged. Wash the
cylinder heads in paraffin and then blow off the
surplus paraffin with compressed air. Remove all
traces of carbon from the cylinder bores and the
crankcase top faces, ensuring that carbon does
not get into the coolant or oil drain holes.
Section El4
DECARBONISING
The valve spring, washer, split collets, valve,
gland housing and gland pressure spring from
each valve assembly should be retained as a
separate assembly in order that they can be
readily assembled in the head in their original
positions. On initial assembly each valve stem is
etched with the number of the position that it
occupies in the engine.
Valve guides - To Inspect
The valve guides should be inspected for wear,
using a new valve as a gauge.
The maximum permissible wear on both the
inlet and exhaust valve guides is 0.0025 in. and, if
this figure is exceeded, the guides should be
renewed as described in Section E8. 'Bellmouthiig'
at the lower ends of the valve guides is permissible
up to 0.006 in. for a depth of 0.375 in.
Valvea - To remove The maximum permissible clearance in the bore
The valves should be removed from the cylinder between the exhaust valve and the valve guide is
heads, using the special tool RH.709.4, as previously 0.006 in. and between the inlet valve and the valve
described in Section E7. guide is 0.005 in.
EXHAUST VALVE INLET VALVE IN
Note: When retrimming the valve seats the mnrerial shown shaded thus
should be ground OK whilst mslntslnin~ the given dimensions

Engine Manual Rolls-Royce Silver Cloud ll and Bentley 52
Valves and valve seat iaaerts - To reface
The carbon should be removed from the valve
heads and stems and the valve seat inserts with a
wire brush or scraper.
The valve seats and the seat inserts should be
refaced with suitable valve reconditioning equip-
ment to give a seat angle of 45". When refacing
the valve seats, remove the minimum amount of
material possible to give a 'clean' seating, whilst
maintaining the two dimensions shown in Fig. E56
Cylinder head8 - To fit
Fit the cylinder heads as described in Section
E7, noting the following points:
Fit new cylinder head gaskets, using a joint-
ing compound on both faces of the gaskets.
The cylinder head nuts should he tightened
down progressively, working to the sequence
shown in F[~. E27, to give a torque loading of
40 ib. ft.
The valve seat inserts may, if necessary, be
crowned with a 30' cutter to prevent 'pocketing'. ~~~~l tuning
If the valve seat inserts are badly worn they
should be renewed as described in Section E9.
Lightly lap each valve to its seating, using a
fine, good quality, lapping paste, then check the
seating, using Prussian blue.
Wash the head and the valves in paraffin to
remove all grinding dust and lapping paste. Blow
off the surplus paraffin with compressed air.
If suitable valve reconditioning equipment is not
available, the valves may be ground in by hand,
using a medium lapping paste. Then lightly lap
the valves to their seats, using fine lapping paste,
and check the seatings with Prussian blue.
If new valve guides and valve seat inserts are
fitted, the valve guides should be reamed before
the valve seat inserts are faced.
Valve springs - To test
Visually examine the valve springs for defects,
and then check the poundage of the springs on a
valve spring tester.
Both the inlet and exhaust valve springs, when
new, should require a poundage of 82 to 86 lb. to
compress them to a length of 1.600 in. The
minimum permissible poundage, when worn,
is 71 lb.
Check the ignition timing as described in w
Section E13. This should be 2" B.T.D.C.
Remove the contact breakers and clean the
points. Fit the contact breakers and set the gaps
to 0.019 in. to 0.021 In.
Clean the sparking plugs and set the gaps to
0.024 in. to 0.027 in.
Drain the sump and refill with clean oil
Renew the oil filter element and fit a new
rubber sealing ring. Before fitting the filter bowl
it should be cleaned out and filled with clean
engine oil. The corners of the filter element must
be turned over so that they do not become trapped
by the ate^ head.
Fill the cooling system
Remove and clean the gauze filters in the fuel
strainer, situated on the chass~s cross-member in
front of the petrol tank. Clean out the filter howl
and fit a new cork joint.
Remove and clean the gauze filters in the fuel
inlets of the carburetters. Clean out the float
chambers of the carburetters.
Start the engine and check for oil and coolant
leaks.
Tune the carburetters as described in the Section
Cylinder heads - To assemble on Carburetters in the Workshop Manual.
The cylinder heads should be assembled as
described in Section E7. Ensure that the valves are Fit the air silencer after first cleaning the
fitted in their correct positions.
paper element.

P Rolls-Royce Silver Cloud Ill and kntley 53 Engine Manual
Introduction
It is intended that this Supplement be read in conjunction with the Engine Manual
(~S.D. Publication 753) for the Rolls-Royce Silver Cloud I1 and Bentley S2. Where
information in the Engine Manual diiers from that contained in the Supplement, it
is that in the Supplement which applies to the S3 engine.
Page numbers and figure numbers shown in parenthesis in this Supplement, refer
to the Rolls-Royce Silver Cloud I1 and Bentley S2 Engine Manual.
The 53 engine is basically similar to the SZ engine, but a number of modifications
have been incorporated which enable the engine to produce greater power and at
the same time maintain a high degree of reliability.

P Rolls-Royce Silver Clwd m and Bentley 53 Engine Manual
Chapter E
CONTENTS
ENGINE DATA . . . . . . . .
ENGINE DIMENSIONAL DATA . .
ENGINE .. . . . . . . . .
ENGINE LUBRICATION . . . .
CYLINDER HEADS . . . . . .
CRANKSHAFT AND MAIN BEARINGS
CONNECTING RODS AND PISTONS
VALVE GEAR .. . . . . . .
CAMSHAFT . . . . . . . .
DECARBONISING . . . . . .
Page l
Page 3
Page 9
Page 10
Page I I
Page 12
Page I5
Page I6
Page 17
Page 19

P Rolls-Royce Silver Cloud m and Bentley 53 Engine Manual
P
SPECIFICATION
....
T m
Number of cylinders
Bore ....
Smke ....
Cubic capacity . .
R.A.C. rated H.P.
..
Compression ratio . .
Suspension . ...
. . Over square 90' V formation,
liquid maled.
. . Eight-in two banks of four.
. . 4 100in.
. . 3-933 in.
. . 3802 cu. in. (6.230 . . c.c.).
. . 53.8.
. . 9:l for engines destined for
North America, Japan and
Europe except Portugal, Spain,
Yugoslavia, Greece, Turkey,
Finland, Malta, Holland and
Cyprus.
8:l all other countries.
. . The engine and gearbox an of
unit construction. The unit is
flexibly mounted on rubber at
three points. Single-point at the
front and two-point at the rear.
CYLINDER BLOCK
Type ...... Monobloc casting.
Material ...... Cast aluminium alloy.
CYLINDER LINERS
Type . . . . . . Detachable wet liners.
Material Centrifugally spun cast iron.
......
CYLINDER HEADS
Description .... Two detachable heads, each having
four separate Inlet and
Material . . . . . .
exhaust ports.
Aluminiumalloy,withphosphorbronze
exhaust valve gu~des and
cast-iron inlet valve guides and
uithexhaust and inlet valve sat
inserts of austenitic steel .
CRANKSHAFT
Description.. .... Fivejoudcrankshaft withfour
crankpins incorporating sludge
traps. Integral balance weights
and dynamicaUy balanced.
. . . . . .
Material Chrome molybdenum steel with
nitride hardened journals and
cmnkpins.
Damper ...... Metalatik rubber vibration
damper.
Direction of rotation . . Clockwise.
Section E2
S3 ENGINE DATA
MAIN BEARINGS
Type . . . . . . Split thin shellswith 'pre-sized'
bores to suit crankshaft journal
Material . .
diameter.
. . Steel backed copper-lead with
either lead-tin or lead-indium
overlay.
Number Five.
. . . . . .
CONNECTING RODS
Type . . . . . . 'H' sect~on. Forged to size and
balanced.
Material ...... Chrome-molybdenum steel.
Bigad bearings .... Steel backed copper-lead with
e~ther lead-tin or lead-indium
overlay.
Gudgeon pin hushes . . Pressed into comectlng rod
small-end hses.
Material Lead-bronze, steel backed.
......
PISTONS
9:l compression ratio
Type
......
8:I wmpression ratio
. . . . . .
Type
Full skirt with a flat crown and
offset gudgeon pin.
Full skirt with a recessed crown
and olisct gudgean pin.
Material ...... Aluminium alloy.
Number of rings .... Four. Three compression rings
and one oil control ring. Top
compression ring is chromium
plated. Bottom two compresion
rings have tapered edges.
VALVE GEAR
Inlet valves . . . . . .
Material ......
Exhaust valves .....
Material . . . . . .
Valve timing
Tappets
....
. . . . . .
Material ......
Push rods . . . . . .
Overhead push md operated.
Single spring. Steel collets with
rubber seals to control valve
stem lubrication.
Seat angle 45".
EN 24 or S.65.
Overhead push rod operated.
Smgle spring. Steel wllets with
rubber seals to control valve
stem lubrication.
Seat ansle 45".
ICE 965. Stellite tips and valve
seats. Brightray mated head.
5" A.T.D.C.
SeK-adjusting hydraulic tappets
with spherical base.
Hardenable cat-iron.
Ball-ended tubes.

Engine Manual Rolls-Royce Silver Cloud m and Bentley S3
CAMSHAFT
Material . . . . . . Cast Monikrom iron.
Camg . . . . . . 5' to 7' lon~tudinal taper.
Number of journals . . Four.
Bearings . . . . . . Four habbit lined steel shells.
Thrust taken . . . . On front end.
Drive . . . . . . Through hel~cal tooth gears.
LUBRICATION SYSTEM
General . . . . . . High pressure oil feed to crank-
shaft, connecting rods, camshaft
bearings, tappets, push rods and
rocker ball end seatings andcam-
shaft timiig gears. Intermittent
oil feed through the frat cam-
shaft bearing to rocker shaft,
rocker arms and valve tips.
Splash feed to connecting rod
smallends, gudgeon pins and
cylinder walls.
Type. . . . . . . . Pressurised wet-sump system.
High pnssure supply . . 1,WO r.p.m. 37 lb./sq. in.
Relief valve. . . . . . 40 lb./sq. in.
Sump capacity . . . . Minimu-6 pt. (Imp.), 7.2 pt.
(U.S.), 3.4 litres.
Maximum-12 pt. (Imp.), 14.4
pt. (U.S.), 6.82 litres.
Oil pump . . . . . . Helical gear type with line mesh
strainer pick up.
Oil filter . . . . . . 'British Filters' Full Flow type
with built-in relief valve.
FUEL SYSTEM
Cmhnretters . . . . Two S.U. H.D.8 diaphragm
type 2.00 in. choke bores. Auto-
matic choke for cold stating.
Air cleaner . . . . . . Either a Purolator paper type
element or an oil wetted wire
mesh filter element depending
upon which country the engine
will be operating in. Wr details
see latest Service Bulletin Section
D, dealing with this subject.
Fuel pumps . . . . Twin S.U. electric.
Fuel tank capacity.. . . I8 galls. (Imp.),Zl.6 galls. (U.S.),
81.8 litres.
Fuel strainers . . . . Main fuel strainer mounted on
the frame member in front of
the fuel tank. Small gauze
strainer at the whuretter inlets
and in the fuel pumps.
Fuel gauge . . . . . . Electric. Registers when the igni-
tion is switched on.
COOLING SYSTEM
Coolant capacity . . . .
Pump .. .. ..
Fan . . . . . . . .
Fan diameter . . . .
Pump and fan drive . .
Radiator matrix . . . .
Coolant temperature control
Temperature indicator . .
Coolant . . . .
21 pt. (Imp.), 25.21 p. (U.S.),
11.93 litres.
Centrifugal.
5-blade.
18 in.
8 in. adjustable 'V' belts.
Film type.
82°C.-86°C.
On instrument panel. Electric,
registers when ignition switch is
on.
An inhibited solution of ethy-
lene glycol (B.S.S. 3150).
EXHAUST SYSTEM Through frame exhaust system.
Large diameter pipes with two
stainless steel resonators, and
one stainless steel absorption
damper m senes. The front
resonator is semi-acoustic and
the rear mator is fully
acoustic.
IGNITION DISTRIBUTOR
Make and txpe . . . . Lucas 20 D8. Eight lobe cam
with double contact breakers,
one contact breaker serves to
make and the other to break the
Rotation .. ..
Advanced mechanism
low tension circuit.
.. Anti-claekwlse.
. . Automatic centrifugal advance
Ignition tirmng
Firing order
. .
. .
with built-in vacuum timing . control.
. . 2' B.T.D.C.
. . Al, El, A4,B4, B2, A3, B3, A2.
Contact gap
Dnve . .
. .
. .
(1, 5, 4, 8, 6, 3, 7, 2).
. . 0.014 in 4.016 in.
. . Through camshaft skew gears.
IGNITION COIL
Make .. . . .. Lucas.
SPARKING PLUGS
9:l wmpression ratio
Make and type . . . . Champion RN.8.
8:l compression ratio
Make and type . . . . Lodge CLNP, Champion RN.
13P or Champion RN.8.
Gap . . . . . . . . 0.025 in.

? Rolls-Royce Silver Cloud Ill and 6enrley 53 Engine Manual
DESCRIPTION
~ C A m A N D ~ E R S
Cylinder liner bare grading . .
Cylinder liner "nip" . . . .
m 1 Y S
Piston grading . . . . . .
Compression ring groove widths. .
Compression ring widths . . . .
Clearance . . . . . . . .
Compression ring closed gap . .
Open gap, nominal . . . .
Scraper ring groove width . .
Scraper ring width.. .. ..
Clearance . . . . . . . .
Closed gdp . . . . . . . .
Open gap, nominal . . . .
GUDGJmN ms
Bore diameter in piston . . . .
Gudgeon pin diameter . . . .
Interference in boss . . . .
Section E3
ENGINE DIMENSIONAL DATA
DIMENSION
H. 4.100 in. - 4.1003 in.
J. 4.1004 in. - 4.1007 in.
K. 4,1008 in. - 4.1011 in.
L. 4,1012in. - 4.1015 in.
M. 4.1016 in. - 4.1019 in.
0.W2 in. -0.003 in
H. 4.0985 in. - 4.0988 in.
J. 4,0989 in. - 4,0992 in.
K. 4.0993 in. - 4.09% in.
L. 4.0997 in. - 4,1000 in.
M. 4.1001 in. - 4.1004 in.
0,0807 in. - 0.0817 in.
0.0777 in. - 0.0787 in.
0.002 in. - 0.004 in.
0.015 in. - 0.0U) in.
0.520 in.
0,178 in. - 0.179 in
0.1755 in. - 0.1760 in.
Nil.
0.015 in. - 0.020 in.
0.520 in.
0.9999 in. - 1.0001 in.
1.W01 in. - 1.0303 in.
O~W02 in.
!
PERMISSIBLE
WORN
DIMENSION
0.004 in. Wear.
0.003 in. Ovality.
0.005 in.
0.025 in.
0.181 in.
0~025 in.
REMARKS
If thae measurements are exceeded a
new assembly of liner and piston
must be fitted.
New liners must be selectively fitted
or ground on the end to give this
dimmsion.
Piston clearance in the bore OCO12
in. - 0~0018 in. measwed 0.M in.
from the bottom of the akirt acrosr
the thrust axis.
The rings should be assembled with
staggered gaps.
Neglecting spring.
Clearance taken up by spring load.
By selective assembly at r m temp.
68-72" F.

Engine Manual Rolls-Royce Silver cloud I and &ntlcy 53
DESCRIPTION
WIANKSm AND CONNECWG
ROD8
Connecting rod smallend bush in-
ternal diameter . . . . . .
Clearance on gudgeon pin . .
Bigsnd bearing housing, mternal
diameter . . . . . . . .
Bigmd bearing shell, internal
diameter . . . . . . . .
Crankpin diameter.. . . . .
Clearance . . . . . . . .
Smallmd bush housing, inkrnal
diameter . . . . . ..
Smallad bush externaldiameter. .
Interieren~e . . . . . . . .
Connecting rod and cap bolt holes.
Diameter for location . . . .
Connecting rod bolt diameter for
I-tim . . . . . . . .
Clcanrnm . . . . . . . .
Connecting rod bolt diameter . .
Connecting rod and cip b6It
diameter . . . . . . . .
Interference. . . . . . . .
Theoretical nip on connecting rod
bearings shells . . . . . .
‘hmecting rod end float . . . .
Main hearing shell internal
diameter:
Theoretical . . . . . .
Actual . . . . . . . .
Crankshaft journal diameter . .
Clearance (Actual). . . . . .
Crankshaft end float . . . .
Connecting rod bolt stretch . .
DIMENSION
1.0003 in. - 1.0005 in.
OJYJO in. - 003lM in.
2.395 in. - 2.3955 in.
2.2505 in. - 2.2515 in.
2.2485 in. - 2.249 in.
0.0015 in. - 0.003 in.
1.140 in. - 1.1405 in.
1.1425 in. - 1.144 in.
0,002 in. - 0.004 in.
0.375 in. - 0.3755 in.
0.3745 in. - 0.375 in.
Size - 0.001 in.
0.389 in. - 0.391 in.
0.3838 in. - 0.3858 in.
04Y332 in. - 0.0072 in.
0.003 in. - 0.008 in.
0.008 in. - 0.017 in.
2.501 in. - 2.502 in.
2,501 in. - 2,503 in.
2.4995 in. - 2.500 in.
0.0015 in. -Om35 in.
0,004 in. - 0.010 in.
F~~
0-005 in. bolt stretch
Torque load = 32 ib./ft.
~ ~
PERMISSIBLE
WORN
DIMENSION
0.0005 in.
2.2475 in.
0.0035 in.
2,4985 in.
0.0045 in.
0,012 in.
REMARKS
At room temp. 68-72",
Clearance measured vertically. Renew
bearings if lead plating is worn
through.
Handpush fit in ring gauge.
On location diameter.
On location diameter.
On knurled diameter. Bolts should
not be removed from rods unless
they are to be renewed.
Controlled by clearance behveen rods
and crankpin end faces.
Due to housing expansion under
interference fit of shells.
Renew bearings if lead plating is
worn through.

1
p Rolls-Royce Silver Cloud lU and Bentley 59 Engine Manual
DESCRIPTION
MAIN BEARING HOUSINGS
Bore diameter . . . . . .
MATN BEARING CAPS
Width of cap . . . . . .
Gap width . . . . . . . .
Interference . . . . . .
Cap nuts . . . . . . . .
VALVE GEAR
Camshaft timing gear backlash . .
True running of camshaft gear face
Camshaft end float .. ..
Camshaft journal diameter . .
Camshaft bearing, internal diameter
Camshaft journal clearance . .
Camshaft beanng,entemaldiameter
Crankcase bore - diameter for
camshaft bearing . . . .
CamshaR bearing interference in
crankcase . . . . . . . .
Inlet cam and base circle - overall
dimension . . . . . . . .
Exhaust cam and base circle -
overall dimension . . . . . .
Tappet block bore diameter
Tappet edema1 diameter. .
Clearance . . . . . .
Tappet "leak-down" test . .
DIMENSION
2.6655 in. - 2,6660 in.
5.1005 in. - 5.1010 in.
5.1000 in. - 5.1010 in.
0.001 in. minus 0.0015 in.
Torque load to 45 ib./ft.
0.001 in. - 0.0035 in.
0.000 in. - 0.002 in.
0.002 in. - 0.006 in.
1.9975 in. - 1,998 in.
2,000 in. - 2.0005 in.
0.002 in. - 0.003 in.
2.129 in. - 2.1305 in.
2.125 in. - 2.1255 in.
00035 in. - 0.0055 in.
1.465 in. - 1.470 in.
1,465 in. - 1,470 in.
Y. 0.90475 in. - 0.9050 in.
Z. 0.9050 in. - 0.90525 in.
Y. 0.9040 in. - 0.W425 in.
2. 0.90425 in. - 0.9045 in.
0.0005 in. - 0001 in.
Time for a plunger travel of in.
under a load of 50 lb. is 2WO
sec. Eso T.S.D.1047 parfin
must be used.
PERMISSIBLE
WORN
DIMENSION
0.005 in.
1.9965 in.
2.002 in.
OGO4 in.
1.455 in.
1.455 in.
0.0015 in.
A "leak-doun" time
of 10-80 sec. will Lw
accepted in service.
REMARKS
This diameter should be checked with
the main bearing cap nuts in gosition
and torque loaded to 35 1b.lft.
t
When the bearing shells are in place.
Hand push fit in gaug.
Cam lift is 0.250 in. Minimum per-
missible lift is 0.235 in.
Cam lift is 0.250 in. Minimum pr-
mksible lift is 0235 in.,
This "leak-down" time is critical and
any tappet outside these figures
should be replaced with a complete'
assembly. Parts must not be inter-
changed.

Engine Manual Rolls-Ro~e Silver Cloud III and Bentley 53
DESCRiPTION
Exhaust valve guide - external
diameter .........
Cylinda hiad bore diameter for
exhaust valve guide ....
Interference in head ....
Exhaust valve guide - internal
diameter .... .< . .
Exhaust valve stem diameter . .
C1wnffi ........
Exhaust valve spring compressed
to 1.600 in. . .......
Exhaust and inlet valve seat angle
Exhaust valve sea insert external
diamtu ........
Cylinder head bare for scat inserf..
Interfmce . . . . . .
Inlet valve seat insert external
diameter . . . . . . . .
Cylinder head bore diameter for
mt hucrt . . . . . . . .
Intaferma. . . . . . . .
Inlet valve guide, external diameter
Cylinder head bore diameter for
inlet valve guide ......
Interferenceinhead ....
Inlet valve guide, internal diameter
Inlet valve stem diameter . .
cleacance . . . . . . . .
InId valve spring campressed to
1.600 in. . . . . . . . .
Exhaust valywverall Icngth . .
Inlet ~ ~lv~vcrall length . .
DisVibutor gear backlash..
DIMENSION
0,6275 in. - 0.628 in.
0-625 in. - 0.626 in.
0.0015 in. - 0.003 in.
0.3755 in. - 0,376 in.
0.37175 in. - 0.372 in.
0-0035 in. - OQ0425 in.
82 - 86 lb.
45' minus 1/10"
1.7540 in. - 1.7545 in.
1.750 in. - 1.751 in.
0.003 in. - 0.0045 in.
20290 in. - 243,295 in.
2.025 in. - 2.026 in.
0.003 in. - OW45 in.
0.6275 in. - 0.628 in.
0.625 in. - 0.626 in.
0.0015 in. - 0.003 in.
0.3755 in. - 0.376 in.
0.3735 in. - 0.374 in.
0.0015 in. - 0.0025 in.
82 - 86 lb.
5.033 in.
5.075 in.
O.OM in. - 0.004 in.
PERMISSIBLE
WORN
DIMENSION
0.378 in.
0.3705 m.
0~0060 in.
71 lb.
0.3773 in
0.3723 in.
0.005 in.
71 lb.
0.00B in.
REMARKS
"Bellmouth" at the lower end is permissible
up to 0 .W in. for a depth of
0.375 in.
"Crown" with 30' cuttm to avoid
pocketing after regrindiap seat.
7

p Rolls-Royce Silver Cloud III and Bentley 53 Engine Manual
DESCRIPTION
Rocker bore diameter . . . .
Rocker shaft diameter . . . .
Clearance . . - . . . . . .
OIL PUMP
Driving shaft diameter . . . .
Shaft bore diameter . . . .
Shaft clearance in casing bore . .
Stationary spindle diameter . .
Driven gear internal diameter . .
Clearance on spindle . . . ,
Diametrical clearancc between
wrs and side of chamber . .
Pump gears-backlash . . . ,
Pump gears--end float . . . .
Drive gear backlash . . . .
CYLINDER HEAD STUDS
Stud diameter . . . . . .
Threaded hole diameter . . . .
Interference
MArN BEARING EOUSmC STms
Stud diameter . . . . . .
Threaded hole diameter . . . .
Interference .. .. ..
DIMENSION
0.74925 in. - 0.74975 in.
0.74825 in. - 0.7485 in.
003375 in. - 0.0015 in.
0.4990 in. - 0.4995 in.
0.500 in. - 0.5005 in.
0.0005 in. - 0.0015 in.
0.499 in. - 0.4995 in.
0,500 in. - 0,5005 in.
0.0005 in. - 0.0015 in.
0,0020 in. - 0.0035 in.
OW05 in. - 0.0025 in.
0901 in. - 0.004 in.
0.0012 in. - 0.0033 in.
Yellow 0-405 in. -0.404 in.
Red 0.404 in. - 0.403 in.
Blue 0.403 in. - 0.4019 in.
Yellow 0.404 in. - 0.403 in.
Red 0.403 in. - 0.402 in.
Blue 0.402 in. - 0.401 in.
0.000 in. to 0,002 in.
Yellow 0.4675 in. - 0.4665 in.
Red 0.4665 in. - 0.4655 in.
Blue 0.4655 in. - 0-4643 in.
Yellow 0.4665 in. - 0,4655 in.
Red 0.4655 in. - 0.4645 in.
Blue 0.4645 in. - 0.4635 in.
0.000 in. to 0.002 in.
PERMISSIBLE
WORN
DIMENSION
0,751 in.
0.0035 in.
0.4970 in.
0.003 in.
0.4965 in.
0.5015 in.
0.003 in.
0.006 in.
0.W in.
0.005 in.
0038 in.
REMARKS
Permissible only when the radial
clearance of the gears in the case
exceeds this figure.
Studs must be matched to hole,
colour for colour.
Studs must be matched to hole,
colour for colour.,
*
C

Engine Manual Rolls-Royce Silver Cloud ~tl and kntley 53
OIL PIIMP RIG TEST PEBFORMUYCE
Oil temperature to be 80°C. (176°F.).
Rrmp R.P.M.
500
1,000
1.500
180
- OU BELlEP VALVE SmNG Free length-1.975 in.
Load when compressed to 1125 in.-114 Ib.
Rsst.;&hg orilk
Di-ter (inch-)
0 150-0.002
0105-0002
0.150-0.002
0 1M-0.002
PmmIisaiLlc Mhirmm
Rcasvnc (Ib/aq. in)
32
37
49
25 mnimum

p Rolls-Royce Silver Cloud Ill and Bentley S3 Engine Manual
/4
General description (Page El5 in Engine Monud)
First paragraph to read:-
The Rolls-Royce power unit is an over square 'V'
engine, having eight cylinders and operating on the
four-stroke cycle. It has a bore of 4.100 in. and a
stroke of 3.600 in. giving a total capacity of 380.200
cu. in (6,230 c.c.). The compression ratio of the power
unit can be either 9M) : 1 or 8.00 : I depending upon
which country it will be operating in.
Fourth paragraph to read:-
The nitride hardened dynamically balanced crank-
shaft is a forging of chrome molybdenum steel, pro-
vided with sludge traps in each of the four crankpins
and integral balance weights; it is carried in five bear-
ings. These beatings consist ofthin steel shells; lined
with copper leadjndium; the bearings are held in posi-
tion by forged aluminium bearing caps. Crankshaft
end thrust is taken by the centre main bearing, which
is fitted with thrust pads at both frmt and rear.
Sixth paragraph to read:-
The pistons are of aluminium alloy with fully float-
ing gudgeon pins. Engines having a compression ratio
of 9.00 : 1 are fitted with pistons having full skirts and
Section E4
ENGINE
list crowns; these pistons are carried on hardened steel
gudgeon pins which are offset to the centre line of the
piston.
Engines having a compression ratio of 8.00 : 1 are
fitted with pistons having full skirts and recessed
crowns; these pistons are carried on hardened steel
gudgeon pins which are offset to the centre line of the
piston.
Four rings are fitted to each piston-three compres-
sion rings and one oil control ring.
First paragraph to read:-(Page El6 in Engine
Manual)
Air is filtered through either an oil soaked wire
mesh filter element or a Purolator paper type, depend-
ing upon which country the engine will be operating in.
After passing through the filter element the air is
drawn through the carburetters, which are mounted on
a 'T piece over an eight-branch induction manifold.
An autmtic choke mechanism is provided for cold
starting.
The remaining information is applicable to the S3
engine.

Engine Manual Rolls-Royce Silver Cloud ID and Bentley 53 3
Section E6
ENGINE LUBRICATION
Stage 1 (Page E25 in Engine Mmual) is not
applicable to the S3 engine.
Oil pumvTo assemble (Page E28 in Engine Manual)
Fourth paragraph is not applicable to the 53
Stages 2 and 3 (Page E25 in Engane Manual)
Second paragraph to read:-
The camshaft timing wheel and drlving plnion are
lubr~cated by a high pressureJet of oil sprayed directly
between the two gears; the feed for this jet is an
adaptor on the oil gallery cdver plate. See Fig. 1.
oil pump
To change the oil filter element (Page E29 in Engine
Manuol)
First paragraph to read:-
The felt element of the filter should be renewed evW
6,000 miles.
Oil pump (Page E26 in Engine Manual)
Engine lobricatinn diagram
Third paragraph to read:-
The 011 pump drlven gear runs on a steel splndle
messed into the pump casing.
The 'Pressure 011 jet to camshaft timing gear'
shown in Fig. El9 Engine lubrication diagram is not
to the S3 engine,
The driven gear is not now fitted with a pressed-in
bush.
The remaining information in this Won is applicable
to the 53 engine.
3

P Rolls-Royce Silver Cloud m and Bentley S3 Engine Manual
f-
Section E7
CYLINDER HEADS
Description (Page E31 in Engine Manual)
Cylinder head-To fit (Poge E33 in Engine Manual)
The flfth paragraph is not applicable to the S3
engine
The cylinder heads are the same irrespective of compression
ratio, the difference being effected by the
oistons.
Fifth paragraph to read:-
Clean the dame traps in the crankcase breather tube
by washing them in petrol and drying them with a high
pressure air line.
Cylinder headbTa remove (with the engine in the
car) f Paee E31 in Eneine Manuall
r . " u
This paragraph to follow the thirteenth paragraph
in the Engine Manual:-
Before re-fitting the union to the oil filler pedestal
check the condition of the rubber sealing rings and
Ienew ifnecessar~.
Remove the crankcase breather tube from the oil The remaining information in this Section is applicfiller
pedestal and butterfly housing. able to the S3 engine.

Engine Manual Rolls-Royce Silver Cloud III and Bentley S3
Description (Page E39 in Engine Manual)
The crankpins of the crankshaft are drilled and
plugged, as shown in Rg. 2, in this way sludge traps
are formed in each of the crankpms, and by means of
centrifugal force retaln any dirt which may be held in
suspension in the oil. This prevents any dirt fromreaching
the bear~ngs thus reducing wear.
To further reduce wear, the crankshaft is nitride
hardened all over.
The paragraph headed Note in the description is not
applicable to the S3 engine.
The remaining information in the description is
applicable to the S3 engine.
Crankshaft--To remove (Poge E40 in Engine Manual)
This section is applicable to the S3 engine w~th the
addition of the following.
Section El0
CRANKSHAFT AND MAIN BEARINGS
1. CIRCLIP.
2. OIL SEALING PLUG
3 RUBBER SEALING RING.
Craokshaft- sludge tra~To dismantle
Remove the circlips and withdraw the oil sealing
plugs; these plugs can be removed with the aid of a
setscrew or stud screwed into the tapped extractor hole.
Wash all parts in clean paraffin, paying particular
attention to the oilways and sludge traps.
Gankshaf-To regrind (Page E4l in Engine Manual) '@
The crankshaft should be reground when wear or
ovality exceeds 0,001 in. or when the crankpins or
journals are heavily scored.
Undersize bearings are available in sizes ranging
from minus 0.010 in. to minus 0.040 in. in steps of
0,010 in.
The crankshaft journals and crankpins should be
reground and lapped to the nearest of the following
dimensions which will give a true diameter.

p Rolls-Royce Silver Cloud IIl and Bentley 53 Engine Manual
P
Standard
ACTUAL RUNNING CLEARANCE 0.0015 in. to 0-0035 in.
MAXIMUM PERMISSIBLE CLEARANCE 0.0045 in.
Standard
RUNNING CLEARANCE 0,0015 in. to 0.003 in.
MAXIMUM PERMISSIBLE CLEARANCE 0.0035 in.
When grlnding use a stone having a gnt and grade
equivalent to a NORTON A46 M5V or one grade
softer. A harder stone must not be used.
For 'plunge' grinding the width of the stone must
be 0,020 in. less than the dimension between the journal
or crankpin end faces and the machine must be fitted
with hydraulic stops. For traverse grinding a suitable
width of stone should be selected (see Fig. E34 in
Engine Manual).
Care must be taken to ensure that no sharp ridges
are left in the radii where the grindlng wheel traverse
ends and the radn of the grinding wheel must be carefully
controlled to ensure that the grinding fades out
not more than half-way up the radius on the crankshaft.
On no account must the grinding wheel touch the side
faces of the crankpin or jouqal.
Lubrication must be cont~nuous during re-gnnd~ng
and the lubricant should be fed l~brrally on to the ingolng
s~de of the grinding wheel. The grinding wheel
muct not be allowed to contact the journal or crankpin
until the shaft is thoroughly wet.Any approved lubricant
can be used.
Grlnd the crankpins or journals untll they are 0.001
in. larger than the requlred finish size: this will allow
for lapping and polishing.
Crankshafts which have been ground to the first
undersize, namely mlnus 0.010 in. will not need to be
rehardened.
Crankshafts ground to any of the subsequent under-
sizes, namely minus 0.020 in., 0.030 in. and 0,040 in.,
must be rehardened by the nitride process.
After rehardening, test the hardness of the journals
and crankp~ns; the minimum acceptable figure for a
rehardened crankshaft is 570 VPN/30 kg. using a
V~ckers D~amond Pyramrd mach~ne.
After grrnding and if the necessary equipment is
available, the shaft should be magnetically crack tested.
It should then be lapped and polished to the finished
sue.
Crankshaft-To lap
The crankshaft journals and crankpins should be
lapped to produce a perfectly smooth finish after grind-
ing or hardening.
Cast iron laps should be used and the machine set
to run at between 220 and 250 r.p.m.
The Lapping compound should conslst of a m~xture
of grade M. 3034 grit and sperm oil in the proportion
of 28 lb. of grlt to I gallon of sperm oil. The compound
must be muted to a smooth consistency and ~njected
into the laps at frequent intervals.
The crankpins and journals must be lapped parallel
within 0.0001 in., whilst lapping, the size of the crank-
pins and journals should be checked frequently; allow-
ances should be made for the slight contraction which
will take place as the shaft cools.
After lapping, wash the crankshaft thoroughly In a
high pressure paraffin wash: blow off any surplus
paraffin with compressed air and dry the shaft with a
soft lint free cloth.
When the shaft 1s dry, pol~sh the crankplns and
journals, uslng COROLITE 320 grade abraslve strrp
1 in. wide, liberally lubr~cated w~th e~ther sperm or
m~neral oil.
After polishing again wash the shaft and repeat the
cleaning procedure.
Crankshaft sludge trap-To aseemble
Carefully examine for damage the oil seating plugs

Engine Manual Rolls-Royce Silver cloud IU and Bentley S3 u
and housings which form the crankshaft sludge traps. (Figures E30, E31, E33, E35, E36 and E37 show the
Fit new rubber sealing rings to the plugs. S2 crankshaft). The S3 crankshaft is similar to the S2
To facilitate easy entry of each plug into its respective
bore, lightly smear the sealing ring with engine oil,
crankshaft, but has sludge traps in each of the crankpins
as shown in Figure 2.
press the plug firmly 'home' and fit the circlip to The remaining information in this Section is applicsecure
it in the crankshaft. able to the S3 engine.

p Rolls-Royce Silver Cloud m and Bentley S3 Engine Manual
Desoription (Page E47 in Engine Manual. Se. Fig. E38)
Third paragraph to readr-
The big-end bearings are detachable and are split
steel shell$ copper-lead hned with either lead - t' In or
lead-indmm overlay. The small-end bush is split and
has a steel backing hned with lead bronze. The bush 1s
pressed into small-end boss and then reamed out to a
final diameter of I.W3 in. + 0.0002 in.
P Fifth paragraph to read:-
The pistons are of aluminium alloy, having full
skirts wh~ch are cam ground to permit a close fit
between the piston and the cylinder liner; after grinding
they are tin coated to reduce friction between the
bearing surfaces.
The pistons fined to the majority of 53 engines have
flat crowns and provlde a compression ratio of 9 : 1.
In countries where only low octane fuel is available,
pistons with a recessed crown are fitted to the engine
and provide a compression ratio of 8 : 1.
Section Ell
CONNECTING RODS AND PISTONS
The pistons are carried on gudgeon pins which are
larger in diameter than those fitted in the S2 engine
and are off-set to the centre hne of the piston. Off-
setting the gudgeon pins in this way compensates for
the increased side thrust on the cylinder walls.
Piston identifieation
The 9 : 1 compresion ratio pistons have a flat
crown and off-set gudgeon pins which are larger in
diameter than those fitted in the S2 engine.
The 8 : 1 compression ratio pistons have a recessed
crown and off-set gudgeon pins which are larger in
diameter than those fitted in the 52 engine.
The remaining information in the description is
applicable to the S3 engine.
Small-end bd-TO renew (Page E50 in Engine
Manual)
Fourth paragraph to read:-
When fitted the bush should be diamond bored or
reamed to the finlshed diameter of 1.0003 in. +0.0002
in.
Connecting rode end pistoneTo reassemble (Page E52
in Engine Manual)
Fifth paragraph to read:-
To ensure that the piston 1s fitted correctly relative
to the connect~ng rod, the following procedure must
be observed.
Due to the off-set gudgeon pln the piston is 'handed'
as identified by the word 'FRONT' stamped on the
crown, and lhust be fitted with the 'FRONT' towards
the front of the engine.
Fit the connecting rod to the piston so that when
assembled in the engine the tangs on the connecting
rod and cap are nearest to the camshaft (see Fig. E44
Section El 1 in Engine Manual).
The pistons shown in Figures E38, E41 and E45 in
the Engine Manual are 8 : 1 compression ratio pistons.
The 9 : 1 compression ratio pistons are similar in
appearance but have flat crowns. See Fig. 3.
The remaining information in this Section is applic-
able to the 53 engine.

Ennine Manual Rolls-Royce Silver cloud Ill and Bentley 53
Hydraulic tappet-To check the 'leak-down' (Page
E57 in Engine Manual)
Second and third paragraphs to read:-
The 'leak-down' test must be carried out when the
tappet is primed with and immersed in clean ESSO
T.S.D. 1047 paraffin, using the special fixture RH.7121,
(see Fig. E48 Section El2 Engine Manual).
The limits to which this test must conform are
Seetion El2
VALVE GEAR
between 20 and 80 seconds for a plunger travel of & in.
under a load of 50 lb.; the measured plunger travel
should end & in. above the fully collapsed position.
The above 'leak-down' time is for a new tappet; in
service a 'leak-down' time of 10-80 seconds is accept-
able before replacing the complete assembly.
The remaining information in this Section is applic-
able to the S3 engine.

f- Rolls-Royce Silver Cloud m and Bentley 53 Engine Manual
Section El3
CAMSHAFT
Camshaft-To fit (Pqe E62 in Engzne Manual)
Lightly smear the camshaft bearings with 011 and fit
the camshaft through the front end of the crankcase.
Fit the timing gear lubricating jet to the camshaft
thrust plate securmg it with two setscrews and tab
washers. Fit the camshaft thrust plate and secure it
with ten setscrews and tab washers. The setscrews
should be tightened to give a torque loadlng of 8 to
lo lb /ft.
fi Camshaft timing gear--To M
Valve gear--To time (Psge E62 in Engine Manual)
A strengthened alum~nium alloy tlming gear is fitted
to the S3 engine and is of a solid disc type construction
as opposed to the fluted type fitted on S2 englnes.
(Figures E51, E52. E53 and E54 show the S2 type
timing gear).
Distributor
A new type of distributor is fitted to the S3 engine,
it has an eight lobe cam and is of the double contact
breaker type; one contact breaker serving to make, and
the other to break the low tension circuit. In addltion
to the centrifugal advance and retard mechanism, a
vacuum timing control is provided, manifold depres-
sion being utilised to vary the timing in accordance
with engine loadings.
Ignition system--To time (Page E64 in Engine Manual)
For identification of detail parts of the distributor,
refer to Fig. 4.
Fit the under cover of the bell-housing to the back
of the crankcase. Rotate the englne until No. Al,
piston is on its compression stroke, then using the fly-
wheel timing mark on the under cover, set the flywheel
2" B.T.D.C. The engine should be rotated clockwise
(i.e. normal rotational direction of the crankshaft); if
rotated otherwise an inaccurate timing setting may be
obtained due to backlash in the gears. The distributor
drive tongue should then be parallel with the engine
crankshaft. See Fig. 5.
1 FIXED CONTACT PLATE
SECURING SCREWS.
1. CONTACT BREAKER HOUSING
SECURING SCREW.
3 CONTACT BREAKER.
4 VACUUM UNlT SECURING SCREW
5. VACUUM TIMING CONTROL UNIT
6 FIXED CONTACT PLATE
SECURING SCREW
I. CONTACT BREAKER GAP ADJUSTING
SLOT
8. OCTANE SELECTOR SCALE.
9. OCTANE SELECTOR ADJUSTING
SCREW LOCKNUT.
10. OCTANE SELECTOR ADJUSTING SCREW
11. L.T. TERMINAL.
12. CAPACITOR.
13. cAn LUBRICATING PAO.
34. CONTACT BREAKER.
Fig. 4. Internal rim" of distribotor.

Engine Manual Rolls-Royce Silver Cloud Ill and Bentley 53
Release the locknut (9 ), and set the actane selector
(8) to the fully advanced position (A) hefare carrying
out the ignition timing.
Turn the distributor spindle until the rotor arm is
in lime with the No. A1 wlinder firing position.
Fit thedistributor, securing the pedestal to the crank-
oase with two setsmaus.
Release the distributor clamping screw, then rotate
the body until the %t of contacts 614). opposite: the
vaouum advance unit, are just breaking. During this
operation hold the top of the rotor in the fully retarded
position to take up any backlash in the centrifugal
advance mhanissd Clockwisa rotation of the dis-
tributor body win advanm the timing, and anti-clmk
wise rotation will retard the timing.
The most suitable method of ohncking when the
contact points are just breaking is with an ignition
timing lamp.
Tighten the clamping screw to lock fhe body in posi-
tion.
Rotate: the crankshaft two full turns and with the
ignition timing lamp, recheck to ensure thaf the contact
points are just breaking when the rotor arm is in line
with the No. A1 Wing position.
Fit the distributor cap.
Fit the induction system, the starter motor and gear-
box.
Fit the en&e to the chassis frame (Page El8 ffi
Engine Manual).
The remaining ihformation in this Section ia applic-
able to the S3 engine.

p Rolls-Royce S~lver Cloud III and kntley 53 Engine Manual
P
Page E67 in Engine M and
Section El4
DECARBOMSING
This should be 2' B.T.D.C.
Second paragraph to read:- Remove the contact breakers and clean the points.
To facilitate decarbonising, RH.2264 decarbonizing
set can be supplied.
Fit the contact breakers and set the gaps to 0.014 in.
to 0.016 in.
Final assembly and h"% (Pw E68 in Engine Man*a1) Eleventh paragraph to red :-
First and second paragraphs to read:-
Fit the air silencer after first cleaning the filter
Check the ignition timing as described in Ignition element. The remaining information in this section is
system- to time. Section El3 in this supplement. applicable to the S3 engine.